USHGA Ground Skimmer April 1976

ONE DOLLAR

APRIL, 1976

GROUnn ,H1mm11 fflAGAZlnl 5th Annual World Snowkite Championships.

Airspeed and Structural Failure.

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Self-Regulation, The FAA, and You!

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WILLS WING, INC. 1208-H E. Walnut, Sa nta Ana , CA 92701 (7 14) 547- 1344

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YOU can fly a Bobcat Too!

·n Settings 3.5° billow, 89° nose versatile, docile train er with best sink · 3.0° blllow, 90° nose "scooty" competition glider with best L/D

Leave in the "billowy'' positio(l fo r begiJ1ners a,nd 1nte1;JTH1!diates. Adv'anced pilots can ch'ange back and forth depending on conditions. personal preference, ox c9rngetition event. Both settlngs ~peet Harker World Gup ·anti' (with deflexers folded ) FAI / CIVL standard "' ·.w· , class rules.

Schools as well as advanced flyers in the U.S. and a,broad are excited over Bobcat.II capabilities.

There.mvst be a r~asoR why! Send 'tor your copy of our Bobcat 1.1 spec sheet i JJd Jong list ofU.$. dealer/scbools and international tlistributors, or ertclose $1.00. for our.co111plete Jnto.r mation RTt. =,,,

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ISSUE NO. 39 APRIL, 1976

EDITOR: Rich Grigsby LAYOUT & DESIGN: Mark Allison EDITORIAL ASSISTANT: Sharon Grigsby

OFFICE STAFF MANAGER: Carol Velderrain Susan Bischof, Ronda Leggett, Janet Meyer USHGA OFFICERS PRESIDENT: Vern Roundtree VICE PRESIDENT: John Lake

GROunn ,HlfflffllR fflAGAZlftl

SECRETARY: John Harris TREASURER: Lloyd Licher

CONTENTS

USHGA REGIONAL DIRECTORS . REGION 1: Vern Roundtree, Gil Dodgen.

REGION 2: l!.ee Sterios, John Grace.

REGION 3: Lloyd Licher, Dan Poynter, John Lake, Chris Wills. REGION 4:. Don Beuch.

REGION 5: Gary Osaba. REGION 6: Darryl Smith. REGJON 7: Mike Ziaskas. REGION 8: Tom Peghiny, Dan Chapman. REGION 9: Vic Powell, Chuck Slusarczyk. REGION 10: John Harris. REGION 11: Dave Broyles.

DIRECTORS-AT-LARGE: REGION 1: Bill Johnson. REGION 3: Kaz Delisse. REGION 8: Al Mulazzi. REGION 9: Dennis Pagen.

REGION 10: Harry Robb. REGION 11: John White.

CONSUMER ADVISORY: GROUND SKIMMER and USHGA, Inc. do not endorse or take any responsibility for the products advertised or mentioned within these pages.

Please consult the HMA or pilots and dealers in your area.

GROUND SKIMMER is published for hang gliding sport enthusiasts to create further interest in the sport, be a means of open communication and to advance hang gliding methods and safety. Contributions are welcome. Anyone is invited to contribute articles, photos, and illustrations concerning hang gliding activities. If the material is to be returned, a stamped, self-addressed return envelope must be enclosed. GROUND SKIMMER reserves the right to edit contributions where necessary. The Associations and publication do not assume responsibility for the material or opinions of contributors. The only form of monetary payment is $5 for the photograph or illustration that is used on the front cover.

GROUND SKIMMER is published monthly by the United States Hang Gliding Association, Inc. whose mailing address is P.O. Box 66306, Los Angeles, Calif.,90066 and whos<, officesare located at11312V,Venice f.llvd., Los Angeles, Calif. 90066; telephone (213) :i'90-3065. Second-class postage is paid at Los Angeles, Calif. GROUND SKIMMER is printed by Sinclair Printing & Litho, Alhambra, Calif. Subscription is ava'ilable only as part of membership in USHGA, a non-profit, member-controlled educational and scientific organization dedicated to exploring all facets of fuel-less, self-launched ultralight flight. Membership is open to anyone interested in this realm of flight. Dues are $10 per year ($11 for foreign addresses) of which $4 are designated for subscription to GROUND SKIMMER. Changes of address should be sent six weeks in advance, including name, USHGA membership number, previous and new address, and a mailing label from a recent issue.

4.

ULTRALIGHT CONVERSATION

8.

ULTRALIGHT NEWS

18.

INSTRUCTOR'S CERTIFICATION GUIDELINES,

by Dennis Pagen

19.

CALENDAR

20.

W(H)ITHER SELF REGULATION, by W.A. Allen

23.

IN GREECE WITH 20th CENTURY FOX, by Chris Wills

26.

GALLERY

30.

SAFETY COLUMN, by Tom Gaul

31

AIRSPEED AND STRUCTURAL FAILURE, by John Lake

38.

5th ANNUAL WORLD SNOWKITE CHAMPIONSHIPS,

by Tom Gaul

44.

HANG RATING PROGRAM

59.

CLASSIFIED ADVERTISING

COV~R: What's it like to fly off a thousand foot vertical pinnacle avoiding jagged rocks, turbulence, helicopters, and terrorist's gunfire? Chris Wills and friends do just that to rescue kidnap victims from a 12th Century monastery in Greece all for the cameras of 20th Century Fox. See feature article on page 23. Cover photo by Betty-jo Wills.

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Antique Hang Glider Club Dear Editor, The Garden Spot Hang Glider Flyers have been involved in "antique" hang gliders, and home-built rigid-wing ground skimmers since 1970. The GSHGF stems from the New Holland Hang Gliding Club, formed by the six original enthusiasts in this area in 1971, one of the first clubs on the East Coast.

Our purpose is to keep alive the spirit of the early pioneers through building low cost, low altitude fuel-less hang gliders, probably making us the first "antique" Hang Glider club. We concentrate' on basic biplane design, as opposed to flexiwings. We maintain Class II flight; never going higher than we wish to fall. We offer encouragement in this line of thought, and are interested in hearing your point of view. Please pass this on to anyone into this aspect of Hang Gliding. We want to keep this angle of the sport alive, because it is an important part of the movement, and should never be forgotten.

Steve Pucher, President Steve Procter, Vice-President

In Fear Of Turbulence Signoff Dear Editor, Very rarely does my indignation overcome my disinclination to write letters, but the notice regarding regulation of the Sylmar flying site (February GS) forces me to make an exception. One of its proposals is to require, for mid-day flight, a turbulence rating, the description of which reads in part: "Controlled and unpanicked flight in conditions resulting in multiple sail inversions

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Having flown Sylmar extensively over the past year, I recalled hearing an examiner, observer on a typical bumpy day, refuse a pilot s:UCh a rating, stating that prevailing ,t,e condtions were not producing multiple sail inversions. It was true; in fact, as I reflected, I had never witnessed any multiple sail inversions there.

A few weeks later, I was flying there and watched an excellent pilot get grabbed by

the tail and thrown forcibly into a 300 foot full-luff vertical dive. Unfortunately, there were no multiple sail inversions that day either, so I presume he will have to seek more turbulent conditions to earn the rating.

Another day, I thought I might receive such a rating (perhaps posthumously) when I stalled a takeoff into a strong thermal and was carried to the turbulent east side of the ridge, where I did a series of involuntary left and right wingovers at 50 feet AGL. Well, you guessed it. No sail inversions, no turbulance rating. Besides, my shaking knees undermined my claim of unpanicked flight.

Such experiences have begun to erode my adulation for those who create and award hang ratings. Now I'm beginning to wonder if perhaps, just perhaps, the turbulence rating (as described) constitutes nothing more than a testament to a pilot's suicidal intent.

Loren Meck Santa Monica, Calif.

At one time a sail inversion was thought to be an objective way to measure turbulence. Many pilots such as yourself have encountered strong turbulence without a sail inversion especially flying a higher aspect wing. The test is probably too severe and no longer appropriate so a change in the program should be forthcoming.-Ed.

Class 2 Pilots With High Performance Gliders?

Dear Editor, Toward the end oflast year and especially during the last meet at Mt. Abram (Feb. 27-28), I became aware of a dangerous situation that should be brought to the attention of all hang glider pilots, manufacturers, dealers and teachers. The situation in question is what happens to all the so called high performance hang gliders sold only to class 4 pilots?

At Mt. Abram we had many incidents where class 1 & 2 pilots barely able to fly standards showed up with high perl'ormance gliders that they are unable to control properly or fly with any reasonable margin of safety.

During our competition at Mt. Abram, we had 2 class 2 pilots that owned Zephyr Quazi ( continued on page 6)

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APRIL, 1976

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HELP SUPPORT DURTEAffl l Hang Gliding History will be made in 1976 and you can be part of it all. How? In September 1976, the First World Hang Gliding Championships will be held in Kdssen, Austria. A total of nine pilots plus three alternates will comprise the U.S. Team. These pilots will be chosen from the top three places in Standard, Open, and Fixed Wing classes at the U.S . National Championships at Dog Mountain, ·washington.

The anticipated budget could go as high as $22,000. Considering air fares, uniforms , accommodations, and the entry fee of $200 per person, one can appreciate th e amount of money required to send a team tot he World Championships. Vern Roundtree, USHGA president, will be team manager. We are approaching our members to support th e U.S . team with cash donations. Since no money will come out of the regul ar USHGA funds to finance the team, they will be supported entirely by your contributions.

Remember, every little bit helps - it all adds up. Any and all contributions are appreciated. Donors of $1 or more will receive a \Vorld Hang Gliding Championships decal. All donors' names will be publi?hed in Ground Skim,mer -and remember, donations are tax deductible and are used only for the support of our team in Kossen.

The U.S. Hang Gliding Team will become World Champions with your help. Send your check to:

U.S. HANG GLIDING TEAM FUND USHGA BOX 66306 LOS ANGELES, CA. 90066

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NAME _ _ _ _ __ __ _ _ _ _ _ _ _ __ _ USHGA # _ __ _

STREET ADDRESS ~ -- - - - - - - - - -- - -- - - -- CITY _ _ _ _ __ _ __ _ _ _ _ _ ,STATE _ _ _ _ _ZIP _ __ __ _ AfvfOUNT ENC LOSED - -- - - - - - - - - - - - -- - -- -

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38/GROUND SKIMMER

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Cup gliders, 1 class 2 pilot with a Sky Sports Kesfrelind 2 ~lass 2 pilots with Sun III gliders.

I am a dealer of hang gliders and I am instructed not to sell a Kestrel to any pilot unless he or she is a class 4 pilot. So we must ask our;elves, "Is this how our so called self governing body breaks. dowi;r?" If we are to stay away from FAA controls then we mu.st control the class 4 pilots that no longer want their high performance ships and the greedy dealer that will sell anybody any glider just to make a quick buck. Perhaps a certificate should be kept with every glider so that we can trace the ownership of these high performanre gliders.

At Mt. Abram we will no longer permit any high performance glider unless they are accompanied by a class 3 or 4 pilot. If any reader has any idea that can be implemented to stop this nuisance, please speak up. At Mt. Abram we have been flying for 21h years and have never had a serious accident. If we continue to ignore this condition it won't be long before the FAA will intervene.

Joe Robiller Bethel, Maine

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6

Dear Editor, In regards to Mike Merickel' s reply to my letter to the Editor about the Nationals, I believe there has been a misunderstanding.

I did not suggest that there would be a limited number of meets. What I did say was that a pilot's best three scores in any number of meets per year would count to qualify him for the' Nationals; which would give an amateur who flies in three meets a year a chance against a professional pilot who flies in ten meets a year. Out of the thirty or forty meets that are held each year every pilot ·. would be free to fly in as many or as few as they wish. These meets already exist. All that is needed is better documentation of who won and some standardization.

I don't think Mike fully appreciates what a hassel it is to run a meet. It takes a superhuman effort just to run the Nationals as it is.

Mike is asking that the Nationals go on for another week just so every hang four pilot who feels he has a chance of finishing in the fop ten can give it a try.

At the last Nationals, John Lake's biggest concern was to keep the "Turkeys" from killing themselves. By the time the contest finally;got started John and the rest of his crew were worn to a frazzle over these "Turkeys."

Out of the 38 pilots entered in the open class at the 1975 Nationals I figured that about fifteen stood a chance of winning. One pilot in another class told me he only hoped to place in the top ten. I was insulted to think

that this pilot had the gall to show at the Nationals without even hoping to win.

I think the only way to make_the Nationals more manageable and a contest worth winning is to limit the number of entrants to those .pilots with a good past competition record that stand a realistic chance of winning.

Chris Price Tustin, Calif.

Knee-Hangers, Are they Safe?

Dear Editor, I recently watched a friend break his arm.

When I asked him why he didn't recover from a slight stall on take-off, he said he couldn't get prone and had no control. Two months ago, I watched another friend blow a take-off and wasn't able to recover for the same reason. He only broke his kite!

I am of the opinion these accidents were caused by two problems. In the first crash mentioned, the pilot (Hang-3) bought a high-performance glider. He wasn't familiar with the glider and wore knee hangers. In the second incident, the pilot had inexperienced help on the nose wires in heavy wind and also had knee hangers.

Knee hangers seem to have three problems: 1) So that you can pick up the kite at all, they must be on a pulley to the shoul~ ders. This still limits picking up the kite and thus inhibits running. 2) Since knee hangers are pulleyed to shoulders, you must throw yourself into prone position. Any unexpected take-off problem and you can't do this. Now your shoulders are held to the top of the pulley and weight shift is limited both ways. Your weight can't be pushed in front of the triangle bar for stall recovery. 3) There may be a time when it is necessary to push out hard while still running (nose too low or stumble, etc.). This is inhibited greatly by knee hangers.

The alternatives are to eliminate the knee hangers and use either 1) A solid shouldei; rope and put feet on the wires. In doing this you must also be double sure your wires are tight, and boots have no clips to catch wires.

2) Use a foot rope, but hold it clear on takeoff and fix it so that you can step into it without looking down (velcro to leg or tubing around rope to prevent it blowing away, etc.). Practice in your garage.

Learn from others mistakes instead of learning the hard way.

Bob Williams Las Vegas, NV

Have something on your mind? GS welcomes lettets to the editor. Please address your letters to Ground Skimmer, % USHGA, Box 66306, Los Angeles, CA 90066.

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APRIL, 1976

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We would like to thank the USHGA for\ CLASS 2 COMPEfflION Name Cli~er Points . . adyertisltig' our meet; you really Miped· tb/ make this a success. We registered 86 coim.£ P~ul Jan~ski Sky Sports Lark 236 petitors and 125 fliers all competing foi'$750;, :; William Elliott Sun Standard 204.5

by Joe Robiller Harry Smith Manta Wing ·153 worth ofprizes, donated by focal busine~s fofr our Win.ter Carnival. We<;ite' already plan~/ The Second Annual Maine Open Winter The class 3 and 4 and Open competitiol}, ning.197'1 competition {Qr ne:ittFebruliry. 0 ' Hang Gliding Championships were helcl on Feb; 28.th, started with no wind and light February 27-28 at Mt. Abram, Locke Mills, .snow. This was probably the first time most Maine. Mt. Abram is in. the southwestem ptlots Jlew while it was snowing, Only one Y.o.semite Pc1rk, gom:Hlight was necessary to be in contention; part of Maine on the edge of the Whit.e therefore no une was forced to rush or fly Mountains: rt is a small, yet soarable mountain with a total vertical drop of 10361:t. from when conditions were not to their liking.

by Dean Paschell, Ranger ;: ·•· west to northeast; the best winds direction ·· Every pilot had at least one flight; some had as many as three. being NNW. There are four major slopes all First let me personally thank you forworki at least 500 ft. wide. There is ample landing Class 3 pilots flew from 850 ft. and were ing together to obtain a favorable decision on ; area in front of an ideally located base lodge. judged on maneuvers, style, and target landthe issue of flying in the parks.· The only obstruction is a 16,000 volf high ing. Only standard gliders (World Cup Rule) This year in Yusemite we will be making, tensionHne going along the side of the parkcould enter class 4 competition -all hybrids some changes to try to correct some pron~' had to enter the open class. Both class 4 and ing lot to the chair lift. The nice part about lems encountered last season. The regulaf , this mountain is that there are flying arid open class few from 950 ft, and were timed Hons· under which we will be flying this year} teaching sites for every class of flyer. Inter· and judged on style, maneuvers and target are as follows: .:: mediates can have a 2 minute flight from the landing. All in all, 86 pilots competed. Below 1.

All piJots must be hang four rated.

Youi} are the list of Winners in class 3, 4, and open 900 ft. level and never get higher than 20 ft. must have your card and ifpossibktour Iol: off the ground by flying the west slope qf the chis~. book. · ' ,. mountain. .

CLASS 3 COMPETITION 2.

All flights must be made before 8:30a.m.;, The first day of competition started w'ith Name Clidef · Points 3. Maximum of 12 j;lights. per day, (totaf winds up to 10 knots from the west, but we , · '.Se.(jl'n Mulligan Sky Sports Bob Cat 48.5 . flights, not pilot). :• soon realized that the competition could not . Richa,rd LaPorte Sky Sports Bob Cat 45 'fl,.isi$ jusfa'brief outline; if you have any'.', be held on our regular slopes due to th§ :Clifford Arlbro Sky Sports Bob Cat 35 further questions I '\Y'i1kbe glad. to answer increasing winds. By noon, we meastl'.red CLASS 4 COMPETJ:'.flON. them.

Although these reguJf1tions may see~ gusts up to 50 knots from the west on top of Name c1·1·d·e··r n · ,,.i:Jjrits a little steep or unreasonable, by having,.;;; the mountain so we decided to try to hold the Jeff;ey B:Umett Bob Cat II 224.3 them we hope to maintain ah:igh standard of 165. 9 competition for class 1 and 2 pilots inth~ l'~a:/ ·.... L?rry Flewelling Sky Trek safety. This will not only insure each pilot's of the mountain on the .east side; f ijelie~~. Eric McNett Sky Sports :Lark 159.9 personal safety' but also preserve this most Mt. Abramistheonlymountainwhefethi$'i~; :i, OPEN CLAS.S COMPETITION beautiful area for generatiohs of ;flyers to possible. The'mountain creates a rot6r; · · Name Glider · Points come. ·.· t 8· m1·th. and on the east slop which is 300 ft. w.ide, · · . we. , · . • ·Stewar Cumul.us 5B 227.8 Last season, be.cause of ·an 1,increase in· registered ~inds of 10 mph straigh~ u~f~?·~ -· · '\P;ul Laliberty Quicksilver .. 248 ..6 popularityofflyinginYosemite, we had togc:i the .eas.t with gusts up to 12 m.ph. '· .. s· . · K.es t.re 1 · ·. Judge.s . . ·.. ·. · ·.,·, "' 1erry . weeney 23·3 .·5·..· to a reservation system.

This year we will decided to score pilots on safety in fl,ight, .\ .. · .. . . · . again be using this system, and with you:itheir ability to cope with slightly turbul~f,, . At 2:00 p.m. flymg was: stopped due to co-operation, we hope it will operate a little air, and their skill in achieving the b~st glide . strong turbulent crosswinds. A good time more efficiently; This is for your benefit soil ratio. 26 pilots flew 38 flights. A,class.:2pjfut was had by all with movies fromTennessee hope yoif willuse it; Jt may save you ajong flying a high performance glider was th{only Treetoppers, We had •pilots from Tei;1s, drive,; .· one unable to control his ship andlanded·ii:ia Tennessee, Canada, and the entire e:ast .

Again,.

I wo:u-Mlike to thank all who breaking a leading edge. · · · · ·... .coast~ ifbe only near accident was a harness tree _. , . ·• \ . .,,f; that broke in flight. A tQtal of 172 flights in worked on opening the park ·It is it be!'f~tiftll 0 co~petition and no injuries gives us a perfect CLASS 1 COMP,ETI'I'.JQ~ /t . pla:~e: and I will do. my be.stto se.e; that'hang Name ' ';''Pofots record for two years of accident-free flying gH9:,1yS in Yosemitecontin1ies tohavea.goo~ Samual Davis ~· ·' 193:3 here on Mt. Abram. We hope that we can record~ . , ... , John Harvey J Sea Gull III 185 maintain that record with our continued r may .be, ~ta:<it~p':fur ~~~~actions qr in, Sky Sports Bob Cat 175 safety program.

Jerry Adley fqrfllattif(al'ter<j~tre 1 l,y' ·~allihg t2091

SECOND ANNUAL MAINE OPEN WINTER HANG GLIDING CHAMPIONSHIPS·

Natiinal

An,,Qp~ Letter.}4.if:flf,rs »,

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APRIL, 19715

372-4306 or writing Dean Paschall, Glllcier. statistics, particularly from journalists and Point Ranger, Wawona Station,· Yos~mite persons acthfe in th.e sport, all of this work is National Park, California ·95389. ' done on my own time and at home, so I have developed a policy oflimiting the number of hours I spend in -disseminating data and FAA Requests Accident opinions to parties outside the United States Information 'Hang Gliding Association, for which I perform this function. My first recommendation February 19, 1976 would therefore be that you obtain and reMr. Robert Wills, Chairman view copies of that Association's publication, Accident Review Board the Ground Skimmer, for the past two years, United States Hang Gliding Assoc. in which I have made several official reports P.O. Box 66306 and provided summaries of several dozen Los Angeles, California 90066 accidents as object lessons. I would particu· larly recommend that you obtain the March, Dear Mr. Wills: 1976 issue, not yet published, in which I am Our office is involved in a study of hang publishing a report on the 197/5 fatalities and gliding activities. This study includes an my comments on the encouraging trend that analysis of the number of accidents/incidents I believe they demonstrate. For example, which have occurred involving hang gliders we know that there were more people parand their pilots with a view toward determinticipating in hang gliding throughout the ing the best means of educating those perworld in 1975 over 1974, and we believe that sons involved in this sport. the accident reporting was as good or better The Federal Aviation Administration in 1975, yet we have a record of only 43 (FAA) has a continuing program in the genfatalities (including five towing accidents) eral aviation accident prevention area. during 1975, compared to 50 fatalities (in· While this encompasses fixed-wing and eluding seven towing) for 1974. Furtherrotorcraft (helicopter), the types of aircraft more, the number of fatalities in the United which take to the air (hang gliders and States alone dropped from 36 in 1974 to 28 in ground effect vehicles) come within our pur1975, a most encouraging trend. It is my view. It is our desire to emphasize the purpersonal conviction that this sport has alpose of Aviation Circular 60-10, in order to ready shown the results of extensive safety protect non-participants and property, as education and self-regulation, plus the dewell as those actively engaged in this sport. velopment of more responsive and more We would appreciate your cooperation in airworthy kites during 1975. forwarding information as indicated above.

I will be more than happy to answer Thank you for your assistance in this matter. specific questions you may pose. I note your Sincerely, interest in protecting nonparticipants and V. F. BROPHY property.

I can give you my opinion in adAccident Prevention vance that the risk to bystanders and propSpecialist erty other than the hang gliding equipment itself has thus far proven to be so minimal February 27, 1976 that it is inconsequential. Perhaps a few Mr. V. F. Brophy novi~e kite flyers have flown into spectators Flight Standards Dist. Office 61 or bystanders and caused injury, but I have Federal Aviation Administration no data to that effect. The risk to the flyers 7120 Hayvenhurst Ave., Suite 316 themselves is inherent and quite obvious Van Nuys, California 91406 I personally lost a son to the sport in 1974 and it is this risk that I am dedicated to Dear Mr. Brophy: reducing.

I will be more than happy to answer any Sincerely, specific questions you may have regarding Robert V. Wills the data I have on reported hang glider acciChairman, Accident Review dents, so long as you are not asking for a Board, lJSHGA general dissertation on the subject. I have dedicated several hundred hours to soliciting and reviewing accident data during the past two years and feel that I have the best statistics available on hang glider fatalities, but I am not prepared to comment or provide statistical data on the hundreds of nonfatal hang glider accidents that have occurred worldwide.

Although I do my best to answer numerous inquiries regarding accident trends and

39/GROUND SKIMMER

Oregon Open Invitational H3:,,g Gliding Meet

by Bruce Waugh Once again mid~winter hang gliding com· petition in the state of Oregon was saved by the gods of wirtd and weather. The Second Annual Oregon Open, sponsored by the

Southern Oregon Hang Gliding Assn. and the Oregon Hang Gliding Assn., was preceeded by snow and followed by gale force winds. However, Saturday was sunny, albeit with a slight tailwind and on Sunday conditions for competition were perfect.

STANDARD CLASS Name Glider Points Bruce Waugh Manta 20-18 1352 Terry Lorentson Eipper 19-17 1159 Tim Kern Eipper 16 1049 CYLINDR1CAL CLASS Points Glider Name Ken Dawe Pacific Ray 1378 Dix Evans Pacific Ray 1185 Marion Fisk Pacific Ray 1121 OPEN UNASSISTED CLASS Name Pat Hickman Al Bartholomew Gary Wilson

Glider Points Tradewind III 1368 1348 Swallowtail Dragonfly 1242

This competition was probably unique for a U.S.H.G.A. sanctioned event in that competitors had to hike their bodies and wings up the hill. Ifa flyer wished he could walk up for an extra flight and the judges would select his best times in their calculations. For standard and cylindrical classes the task consisted of a minimization of flight time from takeoff to a timing gate and a maximization of flight time from the gate to the target area.

The Open Class, ran the same course except that on Saturday they were judged on the number of360' s they could perform through the gate and on Sunday they were judged on the number of opposite heading 360's they could perform through the gate. The ratios of the fast and slow times were multiplied by the turns and a constant to produce the ulti• mate scores.

On Saturday pilots launched down the steep western face in a slight tailwind with fellow competitor's gliders blocking the imrnedfate winds at takeoff. Over the valley floor, the easterly wind was overpowered by convection currents and many pilots turned in good times through the oourse. In the afternoon, competition was canceled as the tailwind increased $0 the majority of the forty-five flyers accomplished only one run.

9

Sunday was pe1fect. The fog dissipated early, the sun was hot and the wind relatively constant from t he south-southwest. Over one thousand spectators lined the surrounding a rea to watch the best fl yers from throughout the state compete for the beautiful metal sculptures that served ,ts trophies.

The media rmd other onlookers witnessed over two hundred and fifty ac'Cident free flights with only a few minor scrapes and bruises . When the competiticrn was over, Ken Dawe, winner of the Cylindrical Class, claimed the trophy for meet champion followed closely by Pat Hickman, Open Class winner and you rs truly, winner of the Standard Class.

At the end of the day a strong westerly moved through the judge's and spectator's area and on the top of the hill a few remaining pilots launched into t he soarable winds, caressing the updrafts with smooth 360's and c risp wingovers, thanking t he wi nd for another successful meet.

Hill owner - Mr. Scott Wheele r Meet co-directors -

Marilyn Long Bruce Kn utson

New Flight Park Open

Nags Head, N.C. I May 13-16/ Admission Free

Atop

Jockeys Ridge 1n Negs Heed f\! C. w1th1n v·ev-. of the site where Wilbur ancl ONille changed the course of nu11an h1stay

50 of the finest hong glide' p lots ,n tr'€ world will soar from the East Coasts n1ghes1 soncl dunes. catcn,ng gentle Atlantic Ocean breezes. to cornpete for honors and cosn awards

Whereby

four doysof ceebrohon and fhght Will be free to OIi Ar, 1nvnot1onal cm1pe11t1on 1n duration and target evenrs h1ghhgh1s the fest1v1tres

Offering Compent1on a ~ Fnooy ond Saturday Cash awards cronc,s :vi Roqollo award New Product Sh0w-exh1b1ts and displays by the !,nest hong glider manufacturers Free high oertormonce cl nics to quohf1ed pilots Free instructor's clinic Fun Flys every day

Further 1nformohon may be obtained on r~\,IE?Sl by contacting Toc1,1e Flight Meet Committee

PO Box 386 Nags Head. NC 27959 Sponsored for the people by the Outer Banks Chamber of Commerc e

ANNOUNCING THE OPENING OF' THE SAIL \>\TING FUG ITT PARK, west of Guadalupe, Cal iforn ia. FLYING IS FREE over 750 acres of beautiful sand dunes. To reach the park go west on Highway 166 from Hwy. 101 until it e nds in a park ing lot at the ocean. (Approx. 200 miles north of L.A.) Excellent training hills are available from 300' to 500' high, and are located between one and two mi.les south of the parki ng lot along the beach . Four wheel vehicles or d une buggies are necessaiy in the soft sand.

No facilities exist in the park at this time other than portable toilets in the parking lot.

BRING YOUR OWN FOOD AND WATER! The nearest tow11 is 6 miles east of t he park.

SAIL WING provides a dune buggy regularly on weekends and other days by reservation. Weekend rates are $1.00 per ride for adults each way along the beach, and Sl.00 per ride for one person and a glide r to the top of the 300' hill. Children tmder 12 1ide free on the beach.

Many winter afternoons are soarable, but lower morning winds usually allow ,time for beginners on these days. For cla1ification, this was the site of the 1975 Lilienthal meet called " Pismo." All flvers must sign waivers under 18 need parent.\ signature. Camping i~ permitted. Instruction and Hang Ratings available. For information call Al Waddill, (213) 832-3740.

. ..

POSITIVES

For nearly four years now, Seagu ll Aircraft has been innovating, designing, and bu ild ing t he f inest hang gliders in the world. Look at the high perfo rmance gliders on the mark et today, and you w ill see concept s originated

by Seagu 11 years ago. Seagu II Aircraft con ceived , perfected, and produced the distinctive t runca ted conical shape, machine bent spars,

cambered keels; cambered sai Is, appl ied tapered leading edge pockets, the fi rst practica l high aspect wing, coated cables, padded control bars, adjustable t rim , and the list goes on. A ll Seagull gliders exhibit posit ive dive recovery w ithout external or "add-on" devices. There are no " instant" gliders from Seagull. Every glider produced for sale had been under development for over a full year, and the time spen t is eviden t in the finished p roduct . Each glider type continues to be refined du ri ng producti on, and these refinements may be incorporated into o lder gliders. You wi ll never own an obsolete glider from Seagu ll Aircraft.

If you are serious abou t your fly ing, you should be flying Seagu ll .

Seagull Aircraft offers superb gliders for all f lying, from training to relaxed soaring, to f ull-on competition. Whatever your f lying needs, Seagu ll bu ilds your glider.

Slil/JCUll RIRCRR/:T 3021 Airport Avenue. Santa Mon ica, Cali forn ia 90405 (213) 394 -1151

- ,.

pacific gull :H:.A..NG

GLIDERS

1321 CALLE VALLE· SAN CLEMENTE·CALIFORNIA · USA· (714) 492-0670 The HA Series is the most versatile Rogollo mode. With on L/D of 6:1, the HA Series is suitoble for the beginner or expert because of our variable airframe. Our patented extruded one-piece wing slider and riser system allows variable soi l billow and dyhedrol; our custom reinforced stainless keel channels a llow control bar adjustment, reflex and seated or prone flying in seconds with no tools. All boll-lok pins ore safety wired on with safety snap pins to insure foil-safe and loss-proof usage. All hardware is mode and tested exclusively for hong gliders by Pacific Gull and meet or exceed al l HMA requirements. Al l units ore test flown, balanced and come with on extensive instruction book. A detailed seven page picture brochure with soi l cloth color samples and location of our nearest dealer is available for one dollar to cover postage and handling.

. .,

\

\

\

L/D

9: 1

Minimum Sink Aspect Ratio

210 FPM 135 - 210 lbs 6.2

Airfoil

Wortman

Stal l Speed

9 mph.

185 sq. ft.

Pilot Weight

Surface Area Nose Angle

PACIFIC GULL introduces the

115° 10 - 50 mph.

Speed Range

Seat/prone

Flying Style Lead ing Edge

19.5 ft.

11 ft.

Keel Empty Weight

- -::::--..._-..--.....- .../""- '"'----------

~~

50 lbs.

6. 5 min.

Set-Up Time

A.LFINE

The Alpine is the product of o 10 month deve lopment program aimed at perfect ing on ultrahigh performance cross-country soaring gl ide r . The Alpine der ives except ional stabi lity (no spin tendency), o streight-oheod stal l , and viquol ly no yaw from its unique doubl e-surfaced soil. The ful l-l ength pre-formed cambered battens prevent soil inversions and maintain the shape of the mod ified Wortman/Murray sai lplane airfoil throughout the gliders entire speed range .

Special od justob le truncated tips, on oirfoiled keel, double deflexers, and the patented Pacific Gull sl id ing wing make the soil draw up tight during set- up to provide o "stationary" airfoi l like a fixed w ing, yet fold up quick ly and easi ly in~ minut·es to a Rogol lo size bog.

The cross-coun try success of the Alpine lies in its ab ili ty to hove· on extreoMe ly low minimum sink rote and a high VD ratio . This allows the flier to core l ight therma ls in o tightbanked rad ius to ga in altitude, and then achieve o long riot glide to the next l ift zone. The VD deteriorates very littl e over a wide speed range of 10 - 50 MPH, al low ing the pilot to "power" through turbulent air without significant loss of alt itude. In ridge soaring conditions, the Alpine wil l soar in virtually wisps of wind , and the VD wi ll a llow you to cross r idge gaps to make longer flights.

The Alpine: A cross-country soaring machine designed to be used as o sa ilplane. If you ore a proficient fl ie r, perhaps you should further investigote the Alp ine. Pricing ond fur ther information ovoilob le by request. Please inc lude S1.00 to cover postage and hand ling.

1321 CALLE VALLE· SAN CLEMENTE· CALIFORNIA·USA-(714) 492·0670

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~·

/

lRE SH~PE OF -lRINGS TO COME Introducing ... GJJill GJJennett)

PHOENIX VI ULTIMATE PERFORMANCE WITH:

1t Full contro l at a greater range of air speeds.

1t Directiona l stability.

1t Controlled lift distribution on wing surfaces.

HIGHER PERFORMANCE WITHOUT:

1t Inherent Yaw Characteristics 1t Penetration problems.

1t Truncated Tips (less control in rough air).

THE DESIGN EVOLUTION OF THE PHOENIX VI Leading Edges Keel . . . .

Sail Area (Plan Form) Aspect Ratio .

Span Billow per Side Wash Out . .

. .

. . 19' . . 14' 178 sq. ft.

5 . . . 30' 2.75° Batten Stabilized Tip Inflated 2.25' Tapered Leading Edge Pockets

19 X 12 June'75

18 X 9 April '75

18 X 14 March '75

Hang gliders of the future will very probably be similar to the Phoenix VI, so why wait 'ti/ then? Contact your nearest Delta Wing dealer or write for our free brochure.

PHOEN IX IV Ja nuary '75

. ..,

IGT\RUS The I CAR US Vis the ultimate hang gli der, and only Free-Flight Systems could build it. With t his glider, Free-Flight establishes a whole new standard of what a great hang glider should be. In performance, in con- , trol, in quality of design and engineering, it is the culmination of three years of hang gliding leadership. For the man who .loves gliding, flying the ICARUS V is a tremendous experience. Never before has there been such mastery of the sky. Thirty-two ¥ foot wing span. 10:1 glide rat io. Independent wing tip rudders. The most,sophts- * ticated airfoil fly ing. Yet the ICARUS V is far more tha n the su m of these parts. It; is more than j ust the finest glider Free-Flight has ever bui lt. It is the ultimate hang glider .

•,

•r<r> ''"'~

In the Free-Flight SIERRA you see funct ional design of the highest order. T he gli der looks beautiful because its g,reat capability is so clearly evident. The sajl design and airframe geometry are completely and harmoniously· integrated ac· : cording to purpose. The sai l, for exampJe,', is precisely cut and sewn to provide maxi: mum l ift with minimum airflow resistance.

Our new Shur-lock spreader bar allows quick, safe, no -tools-needed set up and take down. Each aspect of t his gliders' appearance says quality, engineering, and above all: Performance.

FFS Standard, SI ERRA, ICARUS V Occasionally a companys' products be· come synonymous with quality ana performance. Free-Flight Syster.,s has set t he pace in quality ul tra-l ight gliders since ,, 1972. New enthusiast, Sunday pilot, or accomplished expert, will each find t SIERRA II a glider in which they c;an ta pride. Superior construction, CQm engineering, and attention to detl!il created a glider for the p ilot unwilling settle for second best.

For further i nfor mation on our proau including the new "WORLD eu SIERRA 11 contact:

FREE-FLIGHT SYSTEMS, IN, 12424 Gladstone, Sylrnar, CA 91 ·

*Exclusive authorized manufact!J. ICARUS V

Developed especia lly for flying prone in hang gl iders, the Simpson Prone Harness is the ultimate in comfort, safety and m in imum drag .

• Allows the pilot to fly comfortably prone, se,ated or standing.

• Special design lowers the pilot to the proper seated position.

• Full body support with no pressure points, stress areas, or body bend .

. . 13-19SEPT. . 20 - 26 SEPT. 27 SEPT. - 3 OCT.

• Completely Padded for Support and Comfort.

• Foam Filling Aids Floatation for Water Landings.

• Extremely lightweight.

• Low Drag With Only Three Streamlined Support Straps.

• Adjustable flying angle when prone.

• Adjustable seated height when seated.

• Five sizes for proper fit; XS, S, M, L, XL. • Assorted colors to match kite; Red, Blue, Orange, Gold, Yellow.

• Complete with Carabiner, Foot Stirrup and Attachment Loops.

• Sewn Exclusively for Wiils Wing by Simpson Safety Equipment.

Price: $72.50 Carrying Bag for Harness & Helmet - $12.00.

Send Height, Weight and Two color choices to:

100 WORLD FLYERS IN FIVE MAN TEAMS QUALIFIED THROUGH NATIONAL CONTESTS. CLASS I WOR LD CUP 90° Nose angle, 3.5 Aspect ratio, 3° B illow, Roach battens, single deflexers, 50 cm Sai l pocket.

CLASS II OPEN FLEX WI NG Weight sh ift control.

WORLD CUP HEADQUARTERS, 81 GARMISCH , PA.RTENKI R CHEN, POSTF ACH 123, W. GER. 0H21•56726

WILLS WING, IN~ 1208-H E. Walnut, Santa Ana, CA 92701 (714) 547-1344

21 day free room - $6,000 in trop hies - $10,000 cash new Italian Sportscar.

CONTACT YOUR NATIONAL ASSOCIATION

16

APR IL, 1976

In the Wright Brothers' •t1·00 traal NORTH CAROLINA Kitty Hawk Kites-Morganton Joe Carswell/Ernie Morgan Morganton, N. C. (704) 437-5566 Kitty Hawk Kites-Charlotte Terry Harpe Davidson, N. C. (704) 892-5394 Kitty Hawk Kites-Grandfather Mountain John Sears Linville, N. C. (704) 733-5242 (704) 963-4969 Willard Machine Co. Richard Harris Greensboro, N. C. (919) 892-5394

With the ropi_d growth of hong gliding in recent years, Kitty Howl~ Kites hos set the example of profess1onolism.

We hove benefited from the leadership of pilots who ore continually responding to the refinements and changing technology of the sport. This group of East Coast professionals is now in nine different locations. Offering only the finest equipment, refined instruction techniques and service.

Each location provides on ample inventory so that we con put you in your glider now-there's no need to wait out 4-6 weel~ factory delays. Our experienced thoroughly trained pilots conduct First Flight School at most locations. For learning to fly or selecting your wings-go first class. Come to the professionals.

VIRGINIA Kitty Hawk Kites-Richmond Herb Potts Ashland, Va. (804) 798-5729 MARYLAND Econ-0-Flight Systems, Inc. Bob Martin Randallstown, Md. (301) 655-6818 PENNSYLVANIA

SOUTH CAROLINA The Great Escape Mike McMains Greenville, 5. C. 29607 (803) 242-4229

Fly First Class

Oil City Hang Gliders Bob Young Oil City, Pa. (814) 645-5104 WASHINGTON, D.C. Sport Flight Les King Bethesda, Md. (301) 840-9284

P. 0. Box 386, Nags Head, N. C. 27959 Phone 1-919-441-6247.

Send S2 for poster/catalog. Dealer inquiries invited.

D TO ORDER YOUR HARNESS OR FOR MORE INFORMATION WRITE OR CALL: "fil[W IZtR'.' . 5t \5PEN510N ~ . J)l5LRJB0J Ei_

VFICitl I LJNltvKIYIIY

SUNBIRD GLIDERS 21420 CHASE ST #7H CANOGA PARK, CA. 91304 (213) 882-3177 D PLEASE SPECIFY PILOT HEIGHT AND WEIGHT WHEN ORDERING

BY MAIL

$59.50 ti 11\A\NZSlfS Z'OSltY $

fl QZS.111% RIN<55 ti \MINZSI E txctsSIVE 3AVIJT:::ITFErPRE531 \RE5

D A MINIMUM $20.00 DEPOSIT MUST ACCOMPANY ALL MAIL ORDERS.

illllli:S5LSRY_f1ZSRl2\VAR.f D ONLY $59.50 f.o.b. Canoga Park Californians add 6% sales tax

D DEALER INQUIRIES INVITED

l \NCOMPI IC!\TED TISKEOFE:S:::-

NO HOOFS5 IQ ot\ fit JNG I IP ON El YI NC, \VIRES

WIii NOi RIDE (JP

IN El I@ I

::i=zrn::::s:z:ff: $L JSP:ffi$ION J2EJ.Lt1M.ZS:: 5Ptt 15 --~~~~~~~~~~~~~~~~~~~~~-

j

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lNST'RU,CTO~ CE·RTIFICATION GU-IDELlNES

by DENNIS PAGEN The following material is provided to aid Regional Directors in setting up Instructor Certification Schools in their area. This material is meant to be a guideline, and not a mandatory program, although in the interest of providing uniformity, the general outline should be followed. In many cases, a Regional Director will have had no experience in instruction, so he may choose. to rely on someone in his region who has, orimport a · pilot from elsewhere. Normally, the Advanced Instructors would be involved with the training of Basic Instructors, but for the first year, there are no Advanced Instructors. Therefore, the certification school should rely heavily on the experience of safe practicing instructors and the 'Instructor's Certification Manual.'

The organization should be as follows: the Regional Director administers the program or appoints a competent individual to do so.

Pilots with instructor experience are selected by the administrator to lead small groups through the necessary training phases. These we will call group leaders. The initial school will probably be on the order of a forum, since no one present will be certified. This, however, is a valid way of providing certification as long as everyone learns the required material.

The certification program should consist of three phases: 1. Leaming the principles of teachirig.

This will include the material in Chapters 1 through 5 of the manual. Time should be spent on the uses oflog books, flight syllibi and lesson plans. The purpose here is to make sure that a certified instructor is not only knowledgeable, but knows how to impart this knowledge. Since this portion of the program is besttaken care ofin the classroom situation, the required written test can be included here. In fact, the material in this phase of the program should be already well studied by the prospective instructors so that a test may be all that is needed to complete this first requirement. A group discussion or talk by a local educator is very useful here.

2. Learning and practicing the elements of each stage of hang gliding instruction. Again this should follow the manual (Chapters 6 and 7). The method to be used here is for the group leader to demonstrate the techniques with the group follo~ing his example. Basic 18

skills and maneuvers should be taken apart . and analyzed separately so that the prospective instructor learns the fine points of the teaching method (see Chapter 7). This phase of the program should follow the prngression oflessons from basic ground handling to advanced flight, as in Chapter 6.

3. This part of the program .consists of actual teaching practice and freestykflying.

Each prospective instructor will be given a parti'cular unit or maneuver (such as an S~tum). He will then instruct the rest of the group.as best he can, and be rated by the group leader on his instruction ability. This rating should be numerical from 1 to 10.

Freestyle flights are also rated in the same manner and this score, is added to twice the instruction score (the best pilots don' i: ueces:. · sarily make the best instructors).

Scores from the written and oral test and rating scores are the criteria which determines whether or not an individual passes the program. This is necessary to insure that a pilot doesn't become an instructor simply by attending the school. A score of 80% on the tests and 20 (ou~ of a possible 30) on the ratings should be deemed passing.

The minimum time conceivable for administering this program is 3 days. Much m~re time may be required. The three areas of study outlined above can be spread out over the entire program to provide variety.

Subsequent weekends can be used if the Admin~strator deems it easier on the prospective instructors.

The final requirement is for a current Standard First Aid card to be held by the prospective instructor. A first aid program can be included in the Instructor Certification Program. Upon completion of the program, the Regional Director should award certification cards that include his signature.

Below are questions that may be used for the written and oral exams. The answers are found~ the 'Instructor's Certification Manual' on the page shown. , WRITTEN TEST 1. Wfrat is the maximum number of students per instructor? P.3 2. What slope angle is best for teaching?

P.5 3. What winds should be present for teaching? P.5 4. What safety equipment should. be

used in instruction? P.6 5. What is the glide ratio? P.9 6. What is sink rate? P.10 7. What is stability? P.10 • 8. What is the danger of stalls in a tum?

P.11 9. What is the difference between air speed and ground speed? P.11 10. Landings are made in what direction with respect to the "'.ind? And why?

P.12 11. Winds during the day tend to move which way in relationship to a slope?

P.13.

12. When does a seabreeze occur? P.14 13. What requirements must be met for soaring to be possible? P.14 14. What are the dangers of flying in clouds? P.17 15. What hypoxia? P.18 16. How much alcohol intake is considered to be the limit for safe flying?

P.18 ORAL TEST 1. What is the meaning of professionalism in respect to hang gliding ' instruction? P.l 2. List some of the physical and emotional factors affecting learning? P.l 3. What are some of the principles for teaching hang gliding? P.3 4._ Describe an ideal teaching site? P.5 5. · Briefly list thefirst-aid steps to follow in the case of an accident? P.6 6. How do you judge air speed? P. 9 7. What is a stall and how do you avoid one? P.9 8. What are the elements of a proper turn? P.11 9. What is the difference in an upwind and downwind turn away from the influence of the ground? None.

10. What is turbulence and the dangers involved? P.13 11. What is wind shadow and the dangers involved? P.14 J2. 'What ·. is the difference in ridge, . t thermal, and wave soaring? PP.14-16 1 13. Discuss the factors of fatigue '.(signs, prevention, dangers). P.18 14. Describe the symptoms and prevention of vertigo. P .19 15. What are ways to alleviate anxiety in students? P.19

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Pete McEvoy

W(H)ITHER SELF· REGULATIDD ? by w. A. Allen The opinions expressed by the author are not necessaril y shared by GROUND SKIMMER MAGAZINE.

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Bill Allen, 29, has been around hang gliding since 1971 . At different times he h as been PR man for Eipper-Formance, editor of Ground Skimmer, and, for the last 11/z years, a fr ee - lan ce writer/photographer and PR consultant.

As a one-time sailplane pilot and Asst .

Exec. Dir. of the Soaring Society of America, he is familiar with how the FAA works. 1n between pr-ojects , 11e occasionally f inds time to fly . His own misadventures as "Willy Maykit" were recounted in the final issue of Hang Glider maga;:;ine to illustrate the need for better training methods.

THE MANUFACTURE&~: ''.'coul'd be>solved by levying a "ta,x" upon glider pilots. It has got to stop now, either through .internal or external reguDid yot1iknow that Pete Bro~~~· }i member.s:_)ty,t $4.00. per glider, at 40 lation i. Let's give guidance to both ers ilre not1 Hfy!J\.~ppr,q,vjdr . ) .. ._-._ -.•· _ ;;~liders_ an;101,1th_~¥~each of tell manufac-, Pete, of cdfu:rie,,·i~·pfesful-eht of both turers, wot4d:provide $19;200 annually schools and students. Work to restrict the Hanglider Manufacturers .Nsin. and toward ah dffice operati0'1, 'anyone from advertising themselves as a school unless they give a complete Ultralite Products, Inc. An'a ~e js.;,:lot THE SCHOOLS course through the Hang-4 rating using alone. Fell ow manufac#i,tie:~si wlidse -Hang gliding' s biggest safety problem is not in its equipment: The disastrous · USHGA- or GSI-rated instructors. accident record is directly attributable Work to require certain hang ratings beto a lack of intermediate training. Most fore customers can purchase flying schools do a creditable job of teaching equipment. And work to eliminate ad... Not one glider the very basics.

But since schools are vertising 'by book or anyone else who on the market._ also in, business to sell gliders, the might promote self-instruction. is HMA,.approved. graduate of one day of traiJ1ing often THE FEDERAL AVIATION leaves with the equipment, enthusiasm, ADMINISTRATION and just enough knowleclge to go out ls regulation by the FAA any answer and get into one liellof aJofoftrOl1ble. gliders are not HMA-approved include to hang glidirtg' s problems? No and yes.

Bennett, Eipper-Formance, Manta, They don't have the wherewithal to dePliable Moose, Seagull, Sky Sports, velop and enforce rules which will affect Wills, and on and on. many tliousands of enthusiasts on countLet's . . . restrict anyone In fact, not one glider on the market is less hilltops. On· the other hand, selffrom advertising HMA-approved. Why? Because no regulation· thusfar has proven limited complete set of HMA specs have been in as aschool and slow moving: How abouta cooperaforce since December, 1974. At that tive effort? unless they give time the original standards were reIn early 1974 the FAA did the sport a comptete course placed with an expanded, improved, the great favor of sending a delegation to through ... Hang-4 and unfinished set. Sixteen rriohths HMA's first general meeting. Suddenly later these still are no -closer to ima squabbling bunch of personalities plementation. What's more, HMA has were united in favor of strong sel£· ' not had a membership meeting or elecAlmost no schools teach turns, stalls, regulation. But the FAA did not return tion during this period, and its board of or soaring. Instead these have to be and the manufacturers relaxed. directors has not been able to accompself-taught - an aerial version of RusThe sport needs the FAA to return, lish a thing. sian roulette which .is in effect sancnot for -outside regulation, but to keep To be HMA-approved today, ii hang tioned by every manufacturer, every self~regulationhealthy and honest. FAA glider must meet control bar standards dealer, every organization, every publipersonnel could spot checkhang gliding never finalized, pass radical flight testcation . . . in short, by all of us who have businesses and activities forcooperation ing never organized, and be rated by promoted hang gliding. with self-regulation, firstly to create renon-existent committees as to required It is true that intermediate instruction spect for the rules, and secondly to minimum pilot proficiency. technique is still being developed. It is measure compliance.· If they found that Other standards are routinely ignored :ilso true _that intermediate instruction by the best of manufacturers because incurs. gr~ter liability due to more chance ·for injury than in beginner lesthese have been found to be uhnecessary or even contrary to safe construcsons. That, however, should be a comThe sport needs tion. Updating is much needed. Stanment on why more instruction is needed the FAA dards for rigid wings never have existed. rather than on why schools should avoid to keep self-regulation Some blame for that goes to rigid wing it. (Radio and dual instruction now _can healthy and honest. people who fantasize that they are not help avoid student accidents.) part of the sport.

It is even truer that there has been What is needed is to get HMA worklittle pressure for giving continued instn)ction. Since school A does not have ing again with fresh officers and regular the sport cannot handle a particular meetings to put into force the needed it, school B feels no competitive needto problem internally; then extern.al actitm specs. HMA should move from stifling, have it either. Customers have not been would be justif],ed. The F#CQuldbe demanding it, apparently preferr.iil.g' a both a watch a~d astr~w <lbg. . . detailed construction regulations to possibility ofi ~rthopedic bills to the cerbroader standards similar to ·what the . Orie.way we tlo nofp.t,IeG;fn~ftA'tjs FAA uses for sailplanes. Where tain,:~ of lesson charges. And since infor it to·treafhangglid~rs as.pwaehi&t~., Rogallo-type hardware is used, rigid tro~U:ctory lessons are a sales aid, there This, u11fortu11at~lylis_umlerwn~i.dera~ wings should be covered by those specs is comparatively less commercial incen~ tion, Bylµppin~ as,µf/l~t}rV~de:r~,\viation R~·g;~l~tiwf . . ... 6~; .where tive for giving lessons after a hang glider until separate standards can be written. sk}!divingis'.}~ : has been sold. i'ldT<tp:zones," A paid staff is needed to run HMA' s .we will he <ihl~ .a{vay from everyday business. Money problems This situation is what is. killing hang

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similar confinement. If hang glidersiare to be covered ihthe FAR's, fh'ey;hould be dealfwithas the unique vehicles they are.

Sure, this can be interpreted as "letting the FAA's foot in the door." But · their involvement is inevitable. This if for no other reason than our own people flying into airspace which is the FAA' s responsibility. A flyer recently was sitting 3,000 ft. over Hollywood-Burbank Airport watching airliners fly under him. He was legal and knew it, being licensed in sailplanes. The FAA tower and airline pilots were not aware, however, that our hero knew his FAR' s and ~nderstandably became quite upset.

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The first turkey who plays chicken , with a 747 is going to have Congress on our case.

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Air safety depends on everyone proceeding by a mutually-accepted set of rules. There isn't a place for someone who doesn't know them. So when we get up, we're going to have to grow up, too.

USHGA could add a written test on the pertinent FAR's to its Hang-5 and maybe Hang-4 requirements. The .alternative eventually will b~ having to get a sailplane rating for cross-country flight. Those airliners carry voters and children. The first turkey who plays chicken with a 747 turbine is going to have not FAA but Congress on our case before he can yell, "Fricassee!"

The trick is not to ignore the FAA. Instead we should work to improve our self-regulation efforts, keeping one eye on the beast and hoping for its blessing and cooperation. It may be too late to prevent outside· regulation, but we might be able to keep it to a minimum by showing that we can, after all, keep our own house in order. And there is no reason why some outside regulation couldn't be beneficial.

Like it or .not, our uneasy isolation from the rest of aviation is coming to an end. It is our own doing and there is no going back.

'5Jil'

22

H:.igh Pe"rtormance Gliders for Beginners?

In the February Ground Skimmer a letter to the editor accused manufacturers of "cheating beginners" by not selling them "super high performance kites." Why is this, he asked, "If these kites are so easy to fly and so stable . . . ?'' A similar letter has been foiwarded to me by Sky Sports president Ed Vickery. It reads in part: I have quite a dilemma, which I am sure is shared by many others like myself: I am in the market for a high. performance hang glider, but find that I cannot purchase one because I don't have a Hang-4 rating! This is something I just don't understand.

All of your advertising indicates that the Kestrel is the safest high-performance Rogallo available, and that it was designed with stall and spin problems in mind. Why, then, is it too dangerous to sell to unrated pilots?

This marketing approach that Sky Sports and other manufacturers are taking is ridiculous because used gliders will eventually fall into the hands of the inexp'erienced anyway! IfLhad the money, I could go out and buy a Lear jet, and, ifl were stupid enough, I could attempt to fly it.

As one who consults in writing some of the offending ads and spec sheets, I would like to respond.

First off, you can buy a Lear jet, but you cann~t fly it legally without all the appropriate FAA ratings. Hang gliding has reached the point where it also needs ratings, and for much the same reasons.

I hope that all advanced pilots selling their used equipment will exercise good judgement in deciding who can have it, and fellow flyers and the rating system should help to make sure that novices don't get in over their heads.

Manufacturers limit their highperformance Rogallos to Hang-4' s for one of two reasons: 1) they know only a Hang-4 can handle it; or 2) they might be willing to let it loose witQ Hang-3's or even -2's, but aren't ,'':f!: " sure enough yet to accept the risk and liabili~1~ty. This design area is early in its evolution and, in an o.iiregdlated industry, we all can be thankfiif fdr 'stich caution on the part of mantifilft~1tsPt'r{tfalite Products set the good example with the Dragonfly and others ~j:),iHt~ ' -

followed. Better to be kept from a safe design than to be pushed onto a dangerous one.

Are these designs safer than the standard . Rogallo? A qualified yes. They are safer in the hands of experienced flyers. Many but not all are safer, too, for students being coached through to at least their Hang-3 rating. None are safe in the hands of people trying to teach themselves how to fly.

High-performance designs - very generally speaking -are more responsive and can be overcontrolled, can build up speed more · quickly, have some degree of spinability, require more pilot forethought and judgement, do not parachute too ~ell, and require more skill to land. These facts work to the benefit of experienced pilots or at least are acceptable in return for th~ performance gained. But for the beginner these can add up to real trouble.

However-, some manufacturers have backed away from their published Hang rating minimums where a dealer feels that individual customers are ready, and usually are under supervisi~n. The SST and Seagull IV, for instance, are available to Hang-2' son this basis and are being putinto experimental use as primary trainers. In answer to the letter excerpted earlier, the Kestrel similarly is available to Hang-3's.

The answer for beginners is not in the standard Rogallo or super ships, but rather in the new generation of beginner/intermediate designs. The Bobcat II, Nimbus,,and Windlord III are the first, with more in the works. The worst problems : of the standard Rogallo are reduced, while retaining docile handling and landing qualities and obtaining better performance.

Obtaining docility usually means sacrificing maneuverability and performance - the features many advanced flyers ,want most.

There will always be a place for gliders which beginners have no business touching.

The two words I hear. repeated most in restricting ad~anced designs to Hangs3' sand above.is "judgement" and "landings." Mark Langenfeld in a recent Madison Sky ~ailors' Windfree said it best: "Landing appiloaches must be precise . . . High-performance gliders may tum our molehills into mountains ... but they will not make our landing spots into prairies."

W.A.A.

APRIL, 1976,.;

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ID-&REECE WITH 20th CEDTURV FOH

By Chris A. Wills Chris Wills git;es us a witty and incisive look behind the scenes of " Skyriclen/' starring James Coburn, Suzanna York, and Robert Culp. The real stars, of course, are Chris and friends who perfonn some fancy flying to save the world.from the bad guys. "Skyri.ders" has already opened in the South and in New York, and will be released nation-wide beginning April

25th.

Preface For more than two years, 20th Century Fox has been considering doing a movie on hang gliding. Bill McGaw and Hall Sprague first approached the major studios shortly after the first [1973] National Championships in hang gliding.

They recieved interest but got the best reception from Sandy Howard Productions who produce movies for several major studios. Sandy Howard took their idea for a script and changed and modified it with his writers to a form which was acceptable to the major studios .

With the talent and interest of Sandy

Howard, the movie left the realm of a good idea and started on the path toward becoming a reality. Sandy Howard had produced several other successful movies for 20th Century Fox and other studios [notably, "A Man Called Horse" which he is now doing a sequal to] so he lent credibility to the idea. He persuaded Fox to develop his script and do a test film which sold them on the movie.

The Test Film Before Fox decided to commit many millions of dollars to the fllm, they decided to see if hang gliding was a feasible

subject for a full length motion picture.

They had a rough script that called for action between kites in the air and people on the ground and they needed to know if this could be accomplished.

They also needed shots of hang gliders flying at night and needed to know if this coud be realistically done. Most important, they needed to know if hang gliding could be an exciting enough s ubject to keep an audience on the edge of their seats for one and a half hours.

Greg MacCillivray and Jim Freeman of MacGillivray-Freeman Films, the top aerial photographers in the world were chosen to film and edit the test film.

Several stunt men who fly hang gliders were brought at the request of the studios and we [Bob Wills, Chris Wills, Chris Price, Curt Kiefer, and Dix Roper] were brought at the request of MacGillivray and Freeman. The Hrst version of the test film ran 20 minutes, was filmed in 35mm Panavision and brought standing ovations from the executives at Fox. The film was t hen edited down to eight minutes, running the total cost to somewhere around one hundred thousand dollars and again brought standing ovations from Fox executives.

The test furn was completed in Dec.ember 1974 . It feature d formation flights as well as hang gliders flying with machine guns, and kites landing in the tops of trees [on purpose, for once].

The Script Originally called 'SKYRIDERS' then called ' HOSTAGES' [A WORKING TITLE], then called 'SKYRIDERS', the script existed in a total of six 'final drafts.'

All read pretty much the same (with some minor changes in characters and action] and had essentially the same plot: A rich American industrialist [Robert Gulp ] living in Greece has a wife [Suzanna York) who was previously married to an international smuggler and arms dealer Games Coburn]. They have two children, Jimmy from the first marriage, and Sue from the second . One fin e day the wife and two children are taken hostage by a group of terro1ists aptly name WORLD ACTIVIST REVOLUTION ARMY. We know this because their tee shirts say it [all nicely silk screened with a cute little logo].

Although nobody knows it, the terrorists take their hostages to an abandoned monastery atop a huge rock that is inaccessable to attack [the more clever reader will now think, Ah a, hang gliders!]. The rich Ame rican industdalist decides to work with the Greek police to help find th e fami ly while the smuggler decides to rescue them hims el f. The terrorists demand one hundred million dollars in military equipment for ransom [at least they are realistic] and send p ictures of the kidnapped family. Th e smuggler smuggles a picture and uses some of his f1iends [no good ai;d dirty, of course) to find the 24

location from the picture. He finds the monastery by cl imbing a huge mountain and looking down on it from above. As he looks, a bird takes off and flies down over the monaste1y. An idea is born.

He discovers a group of top hang glider pilots doing a traveling circus th rough Europe and hires them to fly in and attack the monastery and 11y the hostages out. Stay tuned to your local theatre for the exciti ng conclusion.

The Crew Our gang consisted of Bob 'Wills with wife and pilot Susie, Chris Price with wife and pilot Carol [and b eautiful daughter, Summer], Ch1is Wills with wife Betty-jo, Curt Kiefer, the talkative bachelor, Dean Tanji with wife Sue , Dix Roper, with wife Dee and daughter Tessa, and Roy Hooper, our equipment manager. Our gang was later aided by one more equipment manager, Gus , 'Hawkeye' Hawkens for reasons explained late r [see The Accident # 1].

Hawkeye was a personal fri end of mine who I met one day at Torrey Pines after not seeing him for more than four years.

He mentioned that he had been saving up for more than a year of hard labor to travel through Europe and the world as a bum. I told him that we would be in Greece all summer long filming a movie and he should look us up. He arrived one day on a train with no real plans or destination, was hired several days later, and made more money than he had saved for his entire year. He will now bum through the world for a much longer pe1iod of time.

We also had four helicopters [one to take us up the moun tain, one to film us, and two as actors in the movie], four helicopter pilots, four VW minibuses [all recieved major body damage due to the wives' inability to miss brick walls]. and a total head count of thirty four people just to complete the filming of the hang gliding portion of the film . This was called the 2nd Unit [action unit]. In most films [and this was no exception], the actors and acting are part of the first unit and the action and stunt work are done by the second unit. Ve1y often it is necessary for both units to work together to film certain scenes. This is known as a mess.

The first unit consisted of literally hundreds of people from directors and

assistant directors down to gophers [go for this, go for that] and chauffers for the stars. We found we worked very efficiently when we worked as a second unit, but when we worked together with the firs t unit, miracles happened. It was a miracle if we got through the day without a fight. It was a miracle if anything went smoothly and according to plan. It was a miracle if the weather was right for the particular scene tht we were filming.

Through good luck, and some important decisions by the prod ucer, Sandy Howard , we made some ve1y good shots that work well on film.

"The 'gaps' as we called them we re less than 75 feet across and we re subject to terrific turbu lence."

The Accident # 1 Betty-jo and I left for Greece on June 10, 1975 to meet with many of the local people and scout locati(!ns . We only took three Swallowtails from our equipment that consisted of fourteen Swallowtails, one motorcycle kite, one Quicksilver, and one Icarus II. The rest were left with Roy Hooper, our equipment manager, to break down and get on the airline. He and the other flie rs left on June 20 with all fifty-four pieces of baggage. In the Mn days before they APRIL, 1976

- .... arrived, I only got one opportunity to fly and in the following week we only got one other opportunity. Since we were all accustomed to flying much more than this, we all had the 'itches' to fly. By the time we anived in Kalambaka, the attack location, we were all ready to jump off anything, ready or not. We found a suitable one thousand foot cliffoverlooking our hotel and proceeded to take five thousand miles off our VW tires getting up the five mile paved road.

Bob had flown the site once before, six months earlier, when he had traveled to Greece with the Director,

Producer, and Jim Freeman to scout Greece as a possible movie location. I had a nice 20 minute soaring flight one thousand feet above the cliff in a rainstorm before the others had arrived.

Both Bob and I had been mobbed by literally everyone within sight of the area when we landed [l swear it was in the thousands; only with police protection could I take my kite down]. Needless to say, we told the others about it and they were ready for the onslaught.

With this cm our minds we began, feverishly, to set up our kites and prepare to fly. Roy decided that he would

sheer ve1tical face. Since there was a wind that day, the kite began to blow off the ledge. I watched in horror as a gust caught the kite and took it the remaining five hundred feet to the rocks b elow. I then observed a miracle. The pilot had managed to unhook and was still on the ledge halfway down.

After everyone else had landed we discovere d that the pilot was Roy [t h rough a frantic process of elimination]. The pilot before Roy, Dix reported he had encountered quite a bit of turbulence as he took off and had to dive to regain airspeed. We also deduced that Roy was still alive since he had unhooked his prone harness before the kite had a chance to take him the rest of the way down.

We now had to formu late a plan to get him off the cliff. It began to dawn on us that we were in Greece, which was not exactly California in the search-andrescue department. We were very fortunate in that we had a tremendous number of Motorola Walkie Talkies which we used for air to air communication and these had tremendous range and cla1ity. Thus equipped, we sent our Greek interpre ter into town with a radio to get as much rope as he could buy, sent someone else to get some form of ambulance, whifo we went to try to get Roy off the Cliff To make a long story short, the ledge was about two feet wide, and fortunately ran along the cliff to a spot that we could ~ hike to. Roy was hurt but coherent; he ; had unhook.ed his carabiner in spite of a <> dislocated shoulde r, and he wished he ·~ were not jn Greece. We .managed to get ., him out with much assistance from "" many amazing Greeks who ran along the ledge in sandals . We put him in an 'amquestions from the British helicopter bulance' [a halfh·uck, half van with absopilot. As I watched Dix make a turn, he lutely no springs or suspension of any asked "Did that pilot intend to do kind] and drove him[or rather bounced that?"Not noticing where he was pointhim] to the 'hospital. ' ing, I said, "Sure; he turned on purpose On one of the ' up' bounces , Roy by shifting his weight." The helicopter glanced out the window and saw the pilot looked at me and said, "Not him, "hospital." He began to realize what that one." trouble he was in for. A hospital in At this point, I saw a horrible sight.

Greece is a place where they take you to The last kite off had stalled, turned back die . It looked like a concentration camp into the cliff and proceeded to hit, tail with no screens to keep out the flies, no slide backward in a slight tum, drop the lights at night, not even any doctors. We nose again to fly and then hit the cliff were met at t he entrance by 'Igor' who again. He hit about six times before he would not let anybody else carry Roy. stopped on a ledge half way down the 'Igor' delighted in banging Roy's b roken fly also and began to set up his kite. He had the double duty of taking abuse from us for not having the equipment better organized an d acting as our babysitter - finding the right control bars and kites, whil e also setting up his own kite. One by one, we began piling off the one-thousand foot vertical cliff, losing our thoughts to the bliss of being airborn again. i was the first, Bob second, Kiefer third, Price fourth , Dix fifth , and Roy sixth. I landed in the motel parking lot again, pointed my kite into the wind to tell the wind direction to the others and proceeded to answer

( continued on page 46)

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On September 6, 1971 Dave Ki lbourn e h iked to the top of Mission Peak in northern Californ ia with a 16' s tanda rd Rogallo . He soared the ridge fo r l hr. 4 min. and recorded the first soaring flight in a hang g lide r. Photo sequence by Don nita Hol land Ki lbourne.

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Bill Liscomb's Sun and Moon j uxtaposed at Black Mountain, Califomia. Photo by Bettina Gray.

After a day's !lying, Dave Cronk breaks down his modified Quicksilve r at Torrance Beach, Calif. in early 1973. Photo by W. A. Allen.

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APRIL, 1976

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Reggie Jon es launches at Torrey Pines in his distinctive looking UP Dragonny. Photo by Pe te Brock.

Kite D esigners' Talking Blues

I get high on LID, Long as I've got stability, Good static margin in pitch and roll, And give me that aerodynamic control.

Be su re the craft is properly stressed, And never make pub I ic its first flight test.

If the si nk rate's so high, You can hardly fly, Sel I the kite to a I ighter guy, But if winds are strong and clouds forboding, Find a friend w ith a higher wi ng loading.

But if after all, The wing still stalls, And chances of soari ng grow d immer, Bring the k ite home, And work on a poem, And send the thing in to Ground Skimmer.

Unkno\\~l standard Rogal lo pilot soaring in strong south wind at Coyote Hills Regional Park on the east s ide of San Franc isco Bay. Photo by W.A. Allen.

If you ever try the wing once more, Get it trimmed 'fore you try to soar, Watch out for that high-speed dive, And if yo u ever make it home alive, Destroy the plans before you follow, And thank St. Francis for your old Rogallo.

Lonn ie Kroo

39/GROUND SKIMMER

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Figure l · Left: Die-cast zinc alloy wing nut. Right: A -350 aircrafhving nut.

A Warning On Wing Nuts

by Torn Gaul Many commercial-quality inferior wing nuts have found their way into use on hang-gliders, both as new equipment and as replacements. The defective wing nuts look like they are aircraft parts, and are difficult to tell from the proper AN-350 series forged aircraft steel components.

The defective wing nuts are Type 'C' die-cast zinc alloy.

Extremely brittle, they will fracture on impact, such as bumping on a rock or a friend's glider. The commercial Type 'C' die-cast zinc alloy wing nuts have not been inspected by the manufacturer; they are a hardware store item. The crucial part of this problem is that they have been used in critical locations - notably at the wing to cross-spar juncture where they are responsible for securing the flying wires. Failure of one of these wing nuts in flight could cause collapse of the glider.

The correct part is an AN-350 series. This designates a specification used by aircraft manufacturers. The AN wing nuts are made of forged aircraft-grade steel. Each one is magnetically inspected for flaws. AN-350 wing nuts are strong and dependable.

Accompanying photographs show the visible difference between the two types of wing nuts; however, the most foolproof method is to test them with a pair of pliers. If you can, with both hands, break the wing nut using an ordinary pair of pliers, it is not suitable for bang-glider use. However, ifit is an aircraft AN-350 part, squeezing it with a pair of pliers will cause no damage.

It is suggested that you test every wing nut on your glider. If you do find defective nuts , write to the glider manufacturer; they will undoubtedly supply you replacement AN-350 wing nuts at no charge, or at most, for a very nominal fee. But in any event, be sure to make the test; failure to do so could rnin your day.

We plan to continue this Safety Column every month. If you have ideas for improved safety of ultralight aircraft, please send them to me for use in a future column. Write to Scott Air Craft Company, 13000 Bellevue-Redmond Road, Bellevue, Washington 98005, Attention: Tom Gaul.

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Figure 2- Die-cast zinc alloy wing nut~. Left: The wing nut broke on a glider.

Right: The wing nut wa~ pu11)osely broken with pliers.

Figure 3- Left: AN-350 wing nut distorts but does not break when hit with a hammer. Right: The die-cast zinc alloy shatters when hit.

APRIL, 1976

For practical purposes, it can be said that inflight structural failure results from excessive lifting force applied against the mass of glider and pilot or against a tow line. These destructive forces deserve consideration by hang glider pilots on the basis of the history of structural failures during tow and the increasing capability of the newer breed of hang gliders to generate these loads in free flight. The subject is not especially "easy" for a pilot with a distaste for "theory", but landing a collapsed glider isn't easy either. Some things are better understood than experienced.

Two primary factors affect lift: angle of attack and airspeed. Maximum lift is generated at an angle of attack slightly less than stalling; regardless of airspeed, a wing always stalls at the same angle of attack. Given this angle of attack, lifting force varies as the square of the airspeed. For a given gross weight, lift may be expressed in units of G. In normal straight and level flight at the maximum lift angle of attack, the lift will be one G. If the load tugging at the lift is increased and there is no increase in airspeed, the balancing attempt to increase lift by increasing angle of attack will result in a stall. The stall will limit the lifting force.

To find approximately the maximum lift possible at any airspeed, simply divide airspeed by the normal stalling airspeed and square the result. For example, if your normal stalling airspeed is 16 mph, and you're flying at 32 mph, you can pull )2- = 4G, before stalling.

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Beware of the rate at which a square function increases. The same glider as in the example above can pull over 6 G at 40 mph and about 10 G at 50 mph.

Some months back Paul MacCready wrote about turbulence. A few pilots took exception to his alluding to slowing up in rough air. They felt speed was desirable for control and their point was well taken, but let's look at the numbers MacCready was talking about.

Assume you take off in a 30 mph wind.

This wind could easily be 40 mph away from the hill. Suppose you need to penetrate, so you crank up an airspeed giving you a 5 mph groundspeed. That means an airspeed of 45 mph. Now, the question is: how many Gs can a gust induce under these conditions in a glider which has a normal stall of 16 mph? The answer is at least ( 1: )2 = 7. 9 G. That can spoil your day and that is why MacCready assumed we'd slow up in rough air.

The reason this problem is going to start to show up is that the new generation of gliders is capable of a broader speed range. In certificated aircraft there is published, for each model, an airspeed called the maneuvering speed.

At or below that airspeed, the wing will stall before pulling apart a properly maintained ~hip.

Most HMA approved gliders should withstand 4 Gs if properly cared for and are not of an age that fatigue is a problem. Therefore, all you need do is double your normal stall speed and consider

it to be the maneuvering airspeed. Be advised, however, that a gusty 4G condition will really throw you around and sudden jerks on the suspension system are a new ball game. Below this airspeed you'll want to balance the stress with control.

Now, let's consider the potential loads while under tow. The most insidious thing about towing loads is that you can't feel them; the load goes from line directly to the glider and you' re not part of it.

Again, assume a modem glider with a stalling speed of 16 mph. Further, assume a ground wind of 8 mph with a 2 to 1 gradient resulting in a 16 mph wind at 200 feet. Finally, assume a tow vehicle speed of 25 mph. At first glance, the resulting airspeed would be about 41 mph at 200 feet. But things are not that simple. There is a" shipping" action and the addition to airspeed can be very substantial, but difficult to specify. As a rule of thumb, we'll let it be the vertical speed of the dim b and give that an average value of 750 feet per minute or about 8 mph. Now let's add the various speeds: 25 + 16 + 8 = 49 mph airspeed.

The maxim um lifting load is than ( ;: )2 = 9.4 G! With the pilot only feeling one of these Gs, is it any wonder that a lead foot can pull you apart.

These are numbers a pilot should understand. In free flight they present a problem; in towing, disregard for them will inevitably lead to disaster. - ~

31

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A perfect cross between the new HYBREDS and the traditional standard. With a 3.5° billow and a cambered keel pocket, the WORLD CUP is a breeze to learn on, yet with it's advanced sail cut and forward camber, the WORLD CUP will give you an excellent LID and a low sink rate that will satisfy you for years to come. :},

More performance! The CHAMP, with all the fine qualities of the WORLD CUP and morel It's adjustable sail camber allows you to adjust for a highly competitive LID (without penetration trouble) or for a surprisingly low sink rate for soaring.

Once you stand this glider on its yving~tip, you kn.ow what we mean by a tight "no slip" 360. the CHAMP'$ proportioned vertical stabilizer creates smooth precise turns.

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Ultralight Flying Machines (UFM) presents the third generation of high performance rigid wings with the Easy Riser. With rapid advancement of Low Speed Aerodynamics here at UFM, the Easy Riser has incorporated features that no other Ultralight Rigid Wing can equall The Easy Riser from UFM is the production model of the Demoiselle and is a culmination of thousands of engineering and flight testing hours. It is designed with maximum performance and minimum hassle in mind.

It is designed for the competition pilot as well as the everyday pilot.

Yet it is safe and stable to learn on.

THE DIFFERENCE The Easy Riser is actually a modified Monowing with the main wing operating at an aspect ratio of 8.8, in combination with a newly designed high-lift airfoil, the tail has been moved forward.

EASY RISER from UFM, it's turning a lot of heads!

The resultant design gives the Ultralight flier: • light weight • shorter wing span • 6-minute set up • car-top portability • one-man assembly and launch • very quick roll rate • drag brakes • ease of ground handling • incredible maneuverability • parachuting ability

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5th ANNUAL WORLD SNOWKITE CHAMPlONSHlPS KIMBERLY, B~ITISH COLUMBIA

by TOM GAUL A carnival atmosphere prevailed California was well represented with throughout the small mining town of a number of Super Swallow Tails, Kimberly, B.C. The occasion was Cumuluses, Phoenix Sixes, a Seagull, Kimberly's Annual Winter festival. two Pacific Gulls, andafew gliders from High-spirited and friendly, the other parts of the United States and townspeople joined together in the ere-: Canada, including one Kestrel, three ation of snow sculpture in the t"Own hall,'.

Scott Air Craft, plus Canadian Maraudprovided a beer bust and German din-' ers and Eagles. Eighty-two pilots from ner complete with costume party, an: California, Oregon, Washington, Monevening torchlight parade on the ski: tana, British Columbia and Alberta slope, dinner and movies for pilots and signed up to fly. Some of the top names friends, free-style ski demonstration' were Chris Price, 'Bob Wills, Chris and instruction, and the Labatts' .World Wills, Dick Boone, Mike Mitchell, Championship Snow-Ski Launched Willy Mueller, Bill Johnson and the ArHang-Glider Meet. rambide Brothers. Only 56 of these The entire Town of Kimberly suppilots flew, leaving 26 that either ports this Meet in an amazingly en- . aborted take-off, decided not to fly, or thusiastic and cooperative spirit. Lodgcrashed during launch. ing, meals and entertainment were all Bill Bennett was overall Meet Direc. provided by the Town of Kimberly tor. Vern Roundtree (USHGA Presithrough the Kimberly Ski Resort O:H'ice. dent), Bill Joplin, and Jerry Baines were Labatts' Brewery ofB. C., has sponsored scoring judges. the Kimberly event for the past 5 years.

Privately sponsored, the meet was set This year, the total prize money was up for 50 Invited Flyers and 10 Non$3,500 with a new $1,000 bill going to' invitational or ''Ingress" Flyers. 32 the first place winner. Initially, there fly~rs arrived to compete for the 10 Inwas going to be a Fixed-Wing class. gress positions.

However, due to the turbulence and Getting to the top of the hill was al: persistent downwind conditions, and most as much of an ordeal as the getting the fact that only one fixed-wing pilot back ·down. One way was to ride the showed, the class was cancelled and the T-Bar; for those notacquainted with skipilot was paid $50.00 show money. ing, the T-Bar is much like a rope tow, in Spectators were kept fully informed that one must W!:lar skis, the difference of the meet happenings through being that instead of hanging on to the Labatts' Public Relations Announcer. rope, the skiers go up in pairs leaning He had excellent informative backagainst a small wooden cross assembly ground material and achievements on that is attached by cable .to the large each pilot which was supplied at the overhead cable. It's a real trick to baltime of registration. For example, Mike ance yo~ glider on one shoulder, hang Mitchell, who flies for Pacific Gull and \t>n to theT-Barandslideyourway 1,200 makes jewelry in Laguna Beach, re- iii feet up the hill on skis .. Some of the corded his most outstanding achieveCanadian pilots who fly regularly in ski ment as having once crowded 21 people areas have short "super slider" skis atinto an outhouse. tached to the control bar, so they can 38 I 1:

tow their glider up the hill. The alternate method for non-skiers is to pile all the gliders on a "snow cat" and then hang on for dear life while is lurches and vibrates its way up the hill.

The event was halted a number of times due to weather. During the course of the meet, flying conditions went from bad to worse. There was a delicate balance between the low fog that hung in the valley and the downwind condition on the mountain slope that held it there. During that rare moment when the wind blew uphill, the fog came along with it obscuring the landing area. Ideal conditions could then be described as a 5 mph wind blowing down the slope. Seldom were the conditions considered ideal. During most of the meet, pilots had to contend with downwind gusts between 10-20 mph, making take-offs difficult, and flying dangerous.

The judges introduced a contest rule for this event called the "Three Refusal Systeiri" putting the launch decision in the hands of the pilot rather than the Launch Director. Here's how it works: all pilots are given a starting number by a drawing. They then fly in numerical order. When a pilot is in launch position, he may refuse to fly if he feels conditions are not satisfactory. He then goes to third position in the line. The next pilot may refuse and he goes back to third position in the line. If the third pilot refuses, he goes back to third position in the line and the meet is held up, leaving the three pilots in their original line positions. When one of the, first three pilots launches, the othe:t two must also launch or be disqualified.

Each pilot has the option of one launch refusal. Disqualification of pilots on the second refusal (assuming one or more APRIL, 1976

- ...

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other pilots have gone ahead of him , after the first refusal) prevents a man from working his way to the back of the line hoping for better flying conditions.

This outstanding new rule puts the decision to fly where it belongs - in the hands of the pilot. It also prevents a person from going to the back of the line and waiting for better flying conditions.

The fee ling was apparently unanimous among the pilots that the "Three Refusal Rule" is an excellent new rule and should be adopted for future meets.

Most pilots were critical, however, of the landing rule . They felt that landing rules were too liberal , as the only requirement for a "safe" landing is that the pilot hang on to the control bar. Ylanyof the landings were unbelievable. Some chose to land prone, just flyin g it into the snow and hanging on to the bar in an attempt to gain a few more feet of distance. Others would land seated, with their feet up. They were in every position imaginable, and it was 0. K. as long as they hung on to the control bar. A numbe r of pilots felt that these landings, even though the pilot managed to hang on to the control bar, were not indeed controlled landings, and did not demonstrate safe fl ying. The landing rules did , however, make the meet very interesting. Most pilots undershot the target, as the texture less snow made depth judgement very difficult, landing into the wind meant landing towards the hill which meant the target was not on level ground but was actually uphill.

Scoring points were given for 360' s, 180' s, reversals and spot landings. Each 360 gained 50 points, a 180 was worth 25 points and each reversal brought 10 points. Landing on the target spot gave 100 points; inside the first ring was 75 points, and inside the second ring equalled 50 points. Outside the ring meant no landing points, however it did not take away the flying points. A crash landing scored zero targe t points but allowed the pilot to keep his points for 360' s, 180's and reversals.

The meet was organized to have noninvitational (Ingress) pilots fly in comFrom launch to landing, weather weighed heavily in determining a pilot's success (or lack of it) in scoring. During the course of the meet , pilots had to contend with fog, snow, and downwind takeoffs - sometimes all at once!

39

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petition on Friday for the ten ingress spots. Then on Satu rday, all 50 lnvita~ tional plus 10 Ingress pilots would fly. v Sunday would see the top half of ] Saturday's p ilots !lying for the final standings and prize money. As it tumed out, this was a "Weather Meet" and only 12 of the 35 Ingress competitors were able to fly on Fri.clay because of turbulence and low cloud cover. Saturday morning, Bill Bennett held a pilots meeting where they voted to let all contestants have one Oight each to determine his final standing. The 12 pilots who flew on Friday kept their accumulated points and did not fly again on Saturday or Sunday. By Saturday evening, another 20 or so pilots had flown .

When the meet ended at 3:00 P.M. on Sunday, a total of 56 pilots had each made one flight.

Up at the launch site, apprehension, cold and hunger were the major elements. Ski areas are always on the lee side of the mountain in order to get heavy snowfall. T herefore, Ski area launches are downwind. If the downwind is steady, if the pilot launches from skis, and if the pilot has a tail-man on skis, the downwind launch is not that bad. The slope is gentle and it's only a matter of building up enough speed to overcome the tail wind. If the air is turbulent or crosswind, that adds a little color to the launch. Those who attempted to foot-launch were the ones who had the most trouble. It was usually just not possible to run fast enough to overcome the tail wind and also gain fl ying speed, resulting in at least a dozen crashes. One notable pilot made five attempts at take-off One was aborted because he couldn't get enough speed, the next three resulted in crashes with bent control bars. The last one looked like he might make it, except a dog ran in front of him and tripped him. These are just a few of the hazards of the launch site.

Some of the other hazards were pilotcaused. For example, one flyer spent three days on top of the mountain waiting for his ti me to fly . Two of those days were in tennis shoes because he didn't

By Sund ay afternoon, 56 pilots had made s uccessful flights in s pite of the snowy weather. Joe Greblo from California turned nine 360's to win the meet, the trophy, and the thousand dollar prize .

APRIL, 1976

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want the penalty of the extra weight of heavy boots. Most pilots on·· the top would set up their glider and wait in anticipation of a break in the weather, meanwhile getting badly psyched.

Some pilots avoided this by not setting up their gliders, or not even going up to the top of the mountain until they felt conditions were suitable. Then they would go set up their glider and fly, considerably reducing the mental strain of waiting.

At Meet's end, Joe Greblo from Southern California emerged victorious. He won the meet flying a Kestrel, turning nine 360' s, and landing in the target (but he dropped his control bar, losing his landing points) for a total score of 475 points. Second place went to Bill Johnson of Missoula, MT, flying a Cumulus VB. Bill turned six 360's and landed in the Bulls Eye for a total of 435 points.

There were two injuries; Geo Alexander from Spokane injured his shoulder

when aborting a foot-launch take-off.

Dave Fr~eman, President of Pacific Northwest Hang Glider Association stuck his foot in -a snow hole on landing.

The wing tip touched the ground allowing the control bar to spin around and strike his knee.

In summary, you'd better be a top-

notch pilot to compete at Kimberly. If you are a well-qualified flyer, want to do some "challenging" flying, meet many other top pilots, see their equipment and how they fly, and most of all, enjoy the phenomenal hospitality of the Canadians, then by all means attend Kimberly next year.

lliP'

POINTS 475 435 360 360 345 335 320 275 275 260 260 245 235 225 225

NAME Sepulveda, Calif.

1. Joe Greblo 2. Bill Johnson Missoula Calgary, Alberta 3. Willie Muller 4. Chris Price Santa Ana, Calif.

5. John Duthie Invermere, B.C. 6. Gordon Wilder Fairmont Hot Springs, B. C. Santa Ana, Calif.

7. Bob Wills 8. Mike Mitchell Mission Viejo, Calif.

9. Dean Kupchanko Invermere, B. C. 10. Ross Hay Medicine Hat, Alberta Spokane, Washington 11. Bill Plank 12. Mike Arrambide Ventura, California 13. Chris Wills Santa Ana, California 14. Lance Edson Lacombe, Alberta 15. Harley Portman Invermere, B.C.

iTHE DELTA WING FLIGHT SCHOO[ _ ___, write For more information and reservations, or call: The Delta Wing Flight Delta Wing offers weekly classes for beginning flyers with all equipment furnished. The fee is $25 which is applied toward the purchase of your Delta Wing kite or glider if purchased after the course. You will be learning only from qualified, top notch instructors and. of course. the equipment is the best available. Lessons begin with ground school.

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'The plan is, essentially, to become wanderers-so that we may seek out new knowledge wherever it is to be found for as long as Calypso will carry us."

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"To ride on the crest of the wild raging storm ... Joyful and loving and letting it be. Aye, Calypso!"

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A soaring feeling of pure flight that takes you beyond the edge of mankind's final fantasy. With 9:1 performance capabilities Calypso is a milestone breakthrough in an infant sport. Imagine soaring along ridges for hours instead of minutes, flying supine beneath a 40 pound wing of aluminum and dacron. It's as close to pure, birdlike flight as man has ever come.

Dave Ewing, designer of the all new Calypso, put it this way: "I needed a glider with the good speed range, superior glide and minimum sink necessary for cross country flights. On distance runs you've got to cut through areas of sink and between thermals while moving from ridge to ridge. With Calypso's fully cambered leading edge, keel and sail I was able to create a slightly cylindrical high-aspect truncated glider that gives a balance of optimum glide and control at minimum sink."

And each Calypso is built like an aircraft. Inspections performed at the plant (to FAA AC 43.13-1 standards) insure top quality construction before Eagleman's serial nameplate is riveted to the airframe. Each spar clevis of the approved Boeing design is machined to 0.001 tolerance for 3 times the strength obtained with channel brackets. Eagleman's patented (pat. pend.) control bracket replaces the heartbolt with two ANS bolts and internal compression bushings while providing full CG adjustment. These, and numerous other design improvements place Calypso in a class by itself.

If your proficiency rating is Hang 4 or above, why not go for it! The Calypso gets you up there higher and faster with response that is more like a wing and less like a parachute. If you're new to the sport Eagleman manufactures a complete li_ne of Formula One World Cup Standards with 90degree nose angles that pioneered the sport nearly two years ago. Write today for your free color brochure-and experience Calypso.

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noted by all pilots concerned with setfrom the Observer or by written request ting ratings. Hang 1 & 2 can be achieved from USHGA, Box 66306, Los Angeles, with no waiting period, possibly in a CA 90066. single days flying. Pilots can lose ratings Instructors who fail to report the for flying endangering themselves, pilots being issued Hang 1 6r •.

2 cards, · The USHGA Hang Rating Program again only delay the issuing process of other pilots, or the sport. Since maturity in official operation since March 1975, future ratings.

In the upcommingreport is one of the primary requisites in hang has been the most overwhelmingly ac.: from Dennis Pagen, he talks about writgliding such acts as littering a site or cepted program to date in hang gliding. ten or oral tests for all levels of ratings.

There are now 87 Examiners across the flying while drinking can be cause for These tests are now available (USHGA U.S. and five foreign countries (Canada, losing the rating card. The removal of a Item #21-1, 2, 3, or 4) upon request England, 'West Germany, Venezuela). rating can be at the discretion of the from the above address.

The Examiners have appointed 341 Ob.Observer that signed for it originally, or Published in.the March '76 issue, GS servers and 258 Instructors. Examiners the local Examiner. The pilot has the (p. 10) are the new organizational plans were initially appointed by the USHGA right to appeal this to the Regional Difor certification of sch<lols. Published rector representing his area, and the Flight Director, but this·li~f now Guidelines are available and have been · matter will be voted on by the Regional changed to appointments by tiie Regmailed to the hang gliding community. iqnal Directors. ·Directors will now reDirectors. The length of time the rating All future Instructor's Certification. card will be revoked will be decided on commend the appointment of ExaminClinics will be published in GS. Present ers to better represeni their regions and by the Regional. Directors.

USHGA Instructors, should co.ntact · · Hang V pilots must have passed the acquaint members and pilots with the their local Directors for more informaHang IV requirements with all the sigRating Program. Othet changes in the noffs, and be recommended by the Exprogram made by the USHGA Safety tion, as the deadline of July 4, 1976 grows very near. Flight Instructor Ceraminers to the Board of Directors. The and Training Committee, chaired by tification Manual recently publislied by Directors will vote on approval of the Dennis Pagen, will follow this report.

USHGA can be obtained through the advancement according to the pilof s The USHGA has issued 685 Hang-3 office for $2.00 each plus postage. and Hang-4 rating cards to pilots all over demonstrated long~term ability and the country. The names of all Hang-3 maturity. These matters are discussed and Hang-4 pilots received by March 1st C]:IANGES IN THE SYSTEM

by John Lake in the March '75 issue of

by Dennis Fagen, are, or have been published with this Ground Skimmer.

Chairman: Safety and Training Comm.

Since several organizations have issue of GS. Any delay in issuing a rating usually is adopted the USG HA Hang Rating ProgAt the recent meeting in Dallas, the ram, it was agreed to allow pilots to get a an oversight on the part of the ObserUSHGA Board of Directors passed the USHGA rating if they have completed vers or Instructors .. Some Observers Safety and Training Committee's rethe tasks under another program. In may fail to circle the rating being apcommendations for modifying the Hang particular; pilots holding a GSI rating plied for, w;hich must be mailed back to Rating Program and instruction certifi~ issued since Nov. 1, 1975 (when the the Observer for. clarification. Obsercation program, as well· as setting programs were unified) can get the vers would be wise to ask the pilot if he guidelines for the rating of flying sites.

USHGA equivelent by sending in $1.00 has held a Hang-2 for two months prior The need for these changes 11:nd addifor USHGA members or $2.00 for to witnessing or issuing the Hang-3 as this would cause the Hang-3 application tions has become gradually more presnon-members. Those with GSI ratings hang gliding community . dated before Nov. 1st, can g~t the to be sent back to the pilot asking proof sing as,the ,. $• equivelent USHGA rating by cotnpletof Hang-2. These and other causes only ,grows and more complications arise. ing the tasks required for thatratirtg, but delay the issuing of rating cards and can ,J•-i:nput from pilots around the country is the basis for initiating the refinement to waiving the waiting period. Other orbe better solved in the field before being the original programs. ganizations .with comparable rating received by the USHGAoffice, This inprograms will be.extended similiar opformation and the Rating Requirements HANG RATING PROGRAM portunities to acquire USHGA ratings.

(USHCA item #16) can be obtained The following clarifications should>be HANG RATING PROGRAM REPORT

by Carol Velderrain

44

APRIL, 1976

Of ,special importance to Opseryei;s:, and Instructors are the following changes to the rating system. Tests must be passed by all levels of pilots. These may be written or oral but should indicate a minimum understanding by the pilot of hang gliding principles. The questions will cover aerodynamics, flying techniques and micrometerology.

The degree of difficulty progresses with the rating and concern matters all pilots should know thoroughly~ The number of flights required for Hang Rating III and IV are required to be logged and signed by a witness. Observers should request these records wheµ giving ratings. As of this writing, Hang III recipients must pass the following additional task: Demonstrate alternating fast (Max. LID) and slow (Min. sink) flight in a constant direction. This is to make sure the pilot knows the flying speeds and -stall characteristics of his kite.

The final innovation is the competi.· tion stamp on the rating card. At some time in the future all USHGA sanctioned meets will require this special

HANG•3

stamp so as tQ insure s,afe meets through competitor competence. The pilot can acquire tliis ·rating by safely competing in meets ,approv~d by the USHGA Competition Committ.ee .. The Hang Rating I. D. card will be mailed in and returned with the approprjate ~tamp.

All of these new policies are meant to enhance the present working program.

The ratings will be no harder to get than originally intended, but hopefully will be issued more judiciously and regarded with the importance they deserve.

SITE RATING The following guidelines are meant to aid a local flight director, club, or area manager in rating the degree of flying difficulty of his particular site. The ratings of the sites coincide with the Hang Rating System and a pilot with a rating lower than the hill rating cannot be expected to have the ability to fly the hill safely. It is suggested that pilots seeking to earn the next higher hang rating may fly a hill rated above their demonstrated ability under the supervision of a pilot ·

594 Steve Cyphers, OR 595 Mike Woodside, OR 596 Edward Siegel, VA 558;Gib Eggen, IA 597 RichimJ Allard, CA 559 Larry Garcia, CA 598 Bob Bowker, AK 560 Glenn Crowder, CO 599 Scott Gayer, OR •561 Gene Maakestad, AK 600 Alan Kait, CA 562,.W. A. Roecker, AZ 601 Michael Hillson, CA· 563 Jeff Bennett, AK . 602 Terry Wagner, TX 56f Steve Thompson, IN 603 )elf Aberage, WA 565 Dale Burchett, KY 604 Gregg Lawless, CA 566 Michael Rabon, CO 605 Dusty Stapp, CA 567 Sam McCullough, AZ 606 Jim Chronister, CA 568 Dave Morrissey, CO 607 Kenneth Gay, CO 569 Dennis Hadfield, CO 608 Robert Von Dracher, MT 570 Bill Moffett, KY 609 Steven Zeis, CA 571 Pete Arnold, WI 610 Alan Sollid, CA 572 Phillip Richards, AZ 611 Don Wiens, CA 573 Kenneth Koerw;itz, CO 612 David Helder, CA 574 Mike Youker, CA 613 Daryl Oldenkamp, MI 575 Kevin Jones, TX 614 Mickey Dolenz, CA 576 John Rubino, CA 615 Bernie Diamond, CA 577 Carl Ambrose, MT 616 John Ballantine, CA 578 Steve Smith, KS 617 Wes Vanderhoofven, CA 579 Thomas Romanowski, PA 618 Mark Allison, CA 580 Fitz Gary, CA 619 Mark Schneider, MN 581 Jame~ Bowman, NE 620 Ray School, IL 582 Vic Chow, CA 621 David Hirsh, CO 583 Tim Chow, CA 622 Cal Blackmore, WA 584 Brian Porter, CA . 623 Herbert Seidenberg, CA 585 Steve Long, CA 624 Mike Umenhofer, CA 586 Marcellus H. Dodge, Jr., CA 625 Bob Clement, CO 587 Avi Brenner, CO 626 B. R. Smith, TN )i~· 588 Don Riley, CA 627 Dave Pickering, CA 589 Kerry Williams, AK 628 Richard Gustavson, CA 590 Maurice.Butler, CA 629 Bob Hibdon, CA 591 Gerry Kiefer, TX 630 Adrian Vigil, CA 592 Don Potter, CA 631 Jim Egan, CA 593 Lars Isaacson, MI 632 Mark Bennett, AK

39/GROUND SKIMMER

633 Ruben Baca, NM 634 Louis Hejnonen,.CA 635 Richard Heinonen, CA 636 Dan Deprey, CA · 637 Kevin Kernohan, CA 638 Charles McClave, CA 639 Tony Burtis, CA 640 Jim Helton, HI 641 George Jones, TX 642 Curtis Colton, CA 643 Sidney Hehlschmidt, CA 644 James Mathieu, ME

HANG-4 492 Joe De Cleur, ID 493 Joe Brakfield, ID 494 Bruce Linville, ID 495 Bruce Bardo, MT 496 Jerry Warmoth, CA 497 Mark Clarkson, AZ 498 Charles Toth, TN 499 Bob Folkers, CO 500 Greg. Durkee, CA 501 Robert Skinner, CA 502 John McVey, CA 503 Ken Horsley, CA 504 Steve Spurlock, CA 5015 E. ll. Anderson, CA David Bigelow, HI 507 Rich Finley, CA 508 Don Cohen, CA 509 Bob Singley, CO 510 Brien Jenson, CO 511 Peter Lanners, MN 512 Chris Harter, NY 513 Debrek Baskins, CA 514 Michael Dowdall, CA

,;l'J/6

holding a higher rating if this is necessary to provide sufficient ground clearance to perform the tasks. For example, a class II pilot may only have a Hang III site available to perform the 180" turns. required for the Hang Rating III. Under the discretion of the site controller and the supervising class III or IV pilots, the class II pilot can use the class III site.

RATING

i

'i

I. 150' (50 m.) maximum altitude,

open launch and landing, gradual slope, no obstructions.

II. 300' (100m) maximum altitude, ppen launch and landing, gradual slope, no obstructions.

III. No limit on vertical drop, easy launch; open landing area.

IV. No limit on vertical drop, difficult launch (cliff), landing, or flight path.

All hills may be rated higher under certain conditions and may require special ratings from pilots. The same hjll may have different ratings set at different levels.

•

515 Marty Alameda, CA 516 Michael Fitzsimmons, CA 517 Rick Lesh, CA · 518 Carl Ambrose, MT 519 Lance Leonard, CA 520 Jan Case, CA 521 Jim Ballard, CO 522 Tom Twitty, AL 523 Lorin Ellsworth, CA 524 Lon Tardiff, CA ·• · 525 William Whitmore, CA 526 Michael Pringle, Cl\.

527 Chuck Crisp, CA 528 Alba Bartholomeu, WA 529 Steven Hamblen, AZ 530 Dan Todlock, WA 531 John Cayne, CO 532 Michael Gunn, CA 533 Larry Summer, CO 534 Larry Ruby, KY 535 Bill Roberts, CA 536 Glenn Landenberger, AK 537 Philip F. O'Brien, CA 538 Jack Hinson, TX 539 Randy Newbill, NM 540 Randall Gay, AZ 541 George Berteau, CA 542 Dan Johnson, CA 543 Edward Kvalvik, AK 544 Bryan Elhardt, CA ' 545 Tom Wilson;.CA 546 Dave Everson, AK 547 Bruce Wilson, CA 548 David Bailey, CA 549 John Hasler, MT 550 Roland Davies, FL 551 Steve File, FL 645 Mary Buddenhagen, HI 646 James Gagnon, ME

647 Robert Foster, CA 648 Otck Decker, CO 641/ Dave Witt, MN 650 .Seth Sakamoto, CA 6.5fRoss Wisdom, CA 652 Bob Shelton, CA 653 Steve Richter, MI 654'Eric de Reynier, CA 695 Brad Kushner, NY 656 Ben Gisla, CA 657 Neil Hocknell, CA 658 Andy Floreani, CA 659 Loyd Price, CA 660 Steve Sylvester, CA 661 Jesse Reimer, PA 662 Bard Chrisman, CA 663 Kenneth Herrick, AK 664 Tom Milkie, CA 665 John Willey, CO 666 Peter McEvoy, CA 667 Art Payne, TX 668 Brian Cornelius, MN 669 Dave Youmans, CA 670 Donald Warren, CA 671 Brian Fallon; CA 672 Miles Stanton, CA 673 Steve Plyler, CA 674 John Brennan, CA 675 Richard Tscheu, OR 676 Eugene P. Foley, CA 677 Ron Homen, CA 678 Calvin Wilde, CA 679 Michael Milner, CA 680 John Lyon, WA 681 Paul Hamilton, NY 682 H. Tucker, TN 683 Richard Roberts, C,\ 684 Ed Buntz, TN 685 Chuck Staedler, CA

Ray

45

IN GREECE (contin-,,edfrom page 25) leg against his back as he canied him in.

Roy spent a terrible night there before we could arrange a helicopter to fly him to a more modern hospital in Athens.

Roy spent six more weeks in the hospital in Athens before he could be put on a plane to the U.S. Fox went to great effort and expense to take care of him in Greece, including bribing doctors to look at him during a Doctors st1ike.

Robert Culp was on Roy's plane coming home and made sure he had first class service, along with four seats to lie down on. The plane was jam-packed, and this was some feat. Some people had to sit on the toilet dming take-off. Robe1t Culp is oµe tremendous person.

Roy is now up and around with a pin in his leg. To look at him, you would not suspect what he went through.

The Circus Location Kamina Vourla , two and a halJ hours north of Athens by car [one hour by helicopter] is a plush reso1t town whe re all the Greeks go for their vacations. 1t is located on the Aegean sea and offers great water skiing and fantastic hang gliding if you have a helicopter to take you to the launch site .

There were many nice hotels in he area, all of wh ich were filled many months in advance since this was the peak of the tourist season. The production personnel had a great deal of trouble getting rooms for the 150 people making the movie so many of us had to stay in less-than-perfect hotels. We were booked in the Hotel Sissy. The

Sissy was located on an excellent site, right on the water. From the balcony of the rooms looking toward the ocean, it was a ve1y lush and luxurious hotel. The problem was that we could not live on the balcony. The rooms themselves were filthy. There was no air conditioning [not that bad in itself] no clean sheets, no clean bathrooms, no clean towels, no clean staircases, no clean people and no hot water dmingany time you might wish to take a shower. Eveiy afternoon they turned off the telephones to save money. When they turned off the phones, they also turned off all the electricity as wel l, so the elevators didn't work e ither. We, of course, grew very fond of the hotel and gave it a pet name - the hotel Pissy.

On one occasion I hied to take my week-old towel to the front desk to get a clean one. I was shocked to nnd that rather than my yelling at the desk clerk for not getting a clean towel after a week, he was yelling at me for getting his towel dirty. Needless to say, from then on, he and I were the best of foends. On the way back from filming several weeks later we gave him a little pyrotechnic display in his front lobby.

[For exact details on the type of display,

the early morning light. This was also very convenient for the other 200 hote l guests who had to awake eve1y morning at 4:30 to the t une of a jet turbine in their rooms. With no airconditioning in the hotel, it was impossible to sleep with the balcony doors closed and with the doors open, the jet turbine was loud enough to require ear protectors. Because the helicopters required at least five trips to get us all up the mountain with our equipment, we were plenty loud until 6:00.

Add to this the fact that we had to get up at 3:30 to get fed and haul all our tons of gear out to the helicopter.As you might guess, we made many foends at that hotel. One Getman woman got so mad at the constant noise, that one morning she came running out of'her room at 4:00 A. M. and threw her shoe at the nearest person who was awake. This happened to be Betty-jo who was so stunned that she picked up the shoe and didn't know what to do with it. If she t hrew it back at the lady she knew it would be thrown back at her. As the German lady stood there defiantly shouting obscenities, Betty-jo spied a conveniently open window, took the shoe and threw it out the window into an inaccessible courtyard

see Grenade Launchers.]

three stories below and then took off

One of the be'tter things about the 'Pissy' was that we could land our helicopters right on the beach in front of the hotel. This was ve1y convenient for us since we left eve1y morning at 4:30 to go up the mountain so we could film in

The Yleteo ra Monasteries, site of the attack location, are perched atop huge rock pinnacles near the to,..,,1 of Kalambaka.

46

running. The German lady took off running after Betty-jo and threw her other shoe down the stailwell after her.

The flying location was a three thousand foo t vertical mountain with t he takeoff about three fourths of a mile from the b each where we landed. The only way to the particular takeoff area was by helicopter. There was a nice gentle rolling takeoff with several hundred yards offlight over relatively flat ground several hundred feet below. Then, suddenly, it dropped right down to the ocean in a ve,y steep slope. The landing area was a nice beach that the movie crew had fixed to look like a circus location . Almost every morning the flight was glassy smooth, allowing us to do many stunts ve1y close to the helicopter without fear of thermals bumping us into the helicopter or each other.

We were amazed to find each mom::1 ~ ing when we arived, that as soon as we landed, there was a large crowd of Greeks waiting to watch us fly. Here we were, in the middle of nowhere, and we had a crowd of Gr eeks watching us.

APRI L, 1976

We got our kites up the mountain by strapping them [with bungee cords] to the skids of the helicopter. We could get three kites and three people into the Alouette II, which was the helicopte r that ferried us around. The Bell JetRanger, the camera helicopte r, could only carry one person and two kites because of the heavy camera gear. We had learned earlier t hat flying next to helicopters was no real problem as long as we were careful not to fly directly behind it. As long as the helicopter was moving forward w ith a reasonabl e amount of airspeed, there was no problem flying above, under, or next to it.

We all had radios with boom mikes and e~;rphones built into our helmets so we could communicate with each other and with the helicopter pilot [George Nolan]. We had confalence in George and besides, there was the somewhat useless consolation that if we got tangled in his rotor blades, he would go down also. At least that kept him honest.

The circus script called for all kinds of outrageous stunts but was flexible enough to let us do all the crazy things we had been dying to do in a hang glider. We flew in the control bar, flew backv.ards , flew upside down, jumped

out of the kites at sixty feet above the water, and decked our kites with banners and mylar strips fiH:y feet long. We flew wingovers, whip stalls and spins .

Susie, Bob's wife, even fl ew tandem, undid he r seat belt, climbed down a rope ladder and hung upside down from her knees wh il e Bob did tight three sixty's .

We tiied to get the Quicksilver to wingover without much success on its one [and only] flight. We were notified that the Icarus was in a truck being transported from France across country.

It finall y arrived one day before we left Greece for good and one day after we were th rough filming. After three months of traveling from California to Greece, it was taken to the dump and broken to pieces. It woud have cost Fox too much money to ship it back home, and it could not be sold in Greece because of some import limitations. Color one Icarus "gone!"

Kamina Vourla was one dynamite flying site and with some more time [and a lot more helicopter time at$250. 00 per hour] we could have flown for many APRIL, 1976

Helicopters we re in st rurnenta l in fi lming and ge ttin g pilots to the top of the pinnacles.

miles along the pe1fect soa1ing ridge.

We were unfortunate in that the first flights we had there were with both units filming so the fl ying was rather hectic and not as enjoyable as it could have been. Dean Tanji arrived late [he did not know that he was going until I called him for Greece five days before he left) and this was the first p lace that he flew . They shaved off his moustache, made him up like a girl, put him in tights, put a wig on him, had him fly seated foi· the firs t time, with radios for the first time, and filmed him stdpping for the first time on the way down - all on his first "test flight." They reasoned that as long as he was flying, they ought to film him.

I was the first to fly down for the first unit that day, and on m y flight [made up as Captain Marvel] I hit some really good lifi: as I came over the face . Following an unforgotten instinct, I turned in the lift to gain a little altitude. Since I was used to working with the helicopter where altitude meant more time to do stunts on the way down, I didn't feel guilty at all. As I began my second pass, the director began yelling on the radio.

He said that he didn't want me to soar way up in the sky as a little speck. He wanted me to soar fifty feet above his head so he could get hours of fi.lm. He also wanted me to do stunts at fifty feet and dive down, do a touch and go, take off again, and fly three hundred feet to a

47

•

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spot where I was to land left foot forward and 1ight foot back on two spots he had placed next to an umbrella in the sand. After several minutes of heated discussion, we decided that it could not be done in one flight, much less t he first flight, and we reached a tentative understanding on what could and could not be done. We also decided that we would do the stunts as a second unit filmed from the helicopter and just do establishing shots with the first unit.

James Coburn pre pares for a S(;ene Cap tain iVfarvel (a lias Chris Wills) in 'Skyridcrs. · is part of a trave lin g ai r ci rcus in ''Skyriders "

T his worked well and allowed us to get some of the best film I have ever seen on hang gliding. Unfortunately, the movie coud only use about five minutes of the Him that we shot.

Othe1wise, it would begin to distract from the story and the drama. We flew in Kamina Vo urla a little over a week and had some fantastic flight5 . The helicopter with George flying and Jim Freeman hanging out the door with his feet in the air, wrapped around the vibrationless, free-floating, enormous camera, could make hang gliders look like the Blue Angels. I would love to make a movie out of the film they left in the can .

The Grecian Grunge Most world travelers soon find out that different cultures have different types of microscopic mung floating around in the food and water. We found Greece to be no exception. On a scale somewhat like yo u would expect to find in Mexico, we all began to encounter the 'Grecian Grunge'. The 'Grecian Grunge' was beyond the help of Kaopectate. It was silent and swift and hit with guaranteed results. Within two weeks ofour arrival, we all had at least one day doing battle with the 'Grecian Grunge'.

The Attack Location Kalambaka, the attack location, was a small village about five hours north of Athens by car and two and a half hours north ofKamina Vourla. It was located on the Thessalian Plain and was well inland. It is a very popular tourist area because of the fantastic monasteries located on huge Pinnacles in the area which was known as Meteora [see The Meteora Monasteries].

We spent the majority of our time in Greece in Kalambaka.

We stayed at the Divani Hotel, which we longed for while at the Hotel Sissy. It featured good food [at first, until you got

48

APRIL, 1976

tired of it], airconditioned rooms, and a fantastic swimming pool.

We began to notice after several days there that the swimming pool was getting dirty; apparently nobody was cleaning it. We asked if they could have somebody vacuum it, but they did not seem to understand. The next day they drained the pool. They then spent two days refilling it. Since they did not have Hlters or a vacuum sweeper, they drained and refilled the pool every week. The pool spent one day draining, two days Filling and four days getting dirty again.

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The Meteora Monasteries The Meteora Monasteries are brick, rock and cement communities built atop huge pinnacles, so me with one thousand foot vertica l drops. Built by monks sometime around the 12th century A.D. , they are an inspiration to look at. Initially, the only way to get to the actual buildings, was by rop~ basket, hauled up by hand. In the 1920's stairs were built with bridges and paths so that toutists could see them. They are almost all still being used by monks so all male visitors have to wear shirts and shoes and female visitors must wear skirts and can not have bare arms.

It seems to be common practice in Greece, that any person who dies is buried and then dug up after a couple of years. The bones are then placed in small boxes with a picture of the person placed on the box. In the case of the monastery monks, all the bones were placed in one room in a pile and the skulls were put on shelves. 'The more important a monk you were, the higher a shelf you got. The head honcho got the top shelf and had two crossed femur bones placed behind his skull. The lucky bum.

This was the setting of the escape and attack. The family was held hostage in a particularly preca1ious-looking monaste1y that was perched atop a single vertical rock. A bridge gapped this rock and the side of a mountain. We would fly over the bridge while being machine gunned and would drop grenades and generally make it look like we were raising havoc. The terrorists would also make it look like they were raising havoc with us, which the 'fake' explosions sometimes did.

The Pinnacle The pinnacle was the place where we spent many a day.

One thousand feet straight down on all sides, slightly rounded on the top with barely enough room on top to land a helicopter and have four kites set up, the pinnacle was the 'hell' of hang gliding. Ifyou fell in any direction, you could roll off the edge.

If you sat down anywhere, a scorpion would climb out of the rock you were sitting on. If you stood up in the shadeless 100 degree heat you would tire in 20 minutes.

This was the highest peak overlooking the monastery and was the theoretical launching point of the rescue party of hang glider pilots. Supposedly we mountain-climbed our way to the top with ropes and kites to fly in. It was right in the middle of the biggest thermal-generators in miles. Huge thunderheads would form most afternoons and the winds were nothing short of treacherous. Our flight path to the monaste1y led us through a row of other rocks which looked like teeth in the mouth of a shark. The 'gaps' as we called them were less than 75 feet across and were subject to tenific turbulence. We 39/GROUND SKIMMER

GARY THOMPSON

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STEVE WILSON

JOHN McVEY

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had to have almost absolute calm to fly through the gaps safely. At times, we got as many as three kites abreast through the gaps in peifect weather with a helicopter buzzing around us.

Once we were through the gaps, the worst still lay ahead.

The landing area was located in a very small box canyon so that any w.ay the wind blew, it blew turbulence. Just to make things harder still, the landing fie ld was only big enough for one kite to be in at a time, so when more than one fl ew, the others had to land on a road with a bank on one side and a cliff on the other. The road dropped·away in one direction right at our glide angle and the other direction was usually downwind.

The box canyon was too tight for very much maneuvering so the landing had to be judged perfectly. With three kites and a helicopter in the air at once, it was scary.

With this kind of flying to contend with, we spent many long days sitting on fop of the pinnacle waiting for the right weather. We became masters at Backgammon, the national sport, and ran many interesting experiments. Do you know who will win if you put a scorpion and a centipede in a jar together? We do. How about a scorpion and a grasshopper?

We became masters at the art ofscorpion hunting. [Dix Roper flew with a scorpion taped to his helmet. ] We trundled boulders to listen for the crash below. We practiced sound effects over the radios. Ch1is Price even found an archaeological treasure - a forgotten cross left up there by ancient monks.

We began to wonder how the monks got up there. It was a thousand feet straight down on all sides . In fact, how did the scorpions get up there? We came by helicopter. I sure would not want to try it any other way.

T he Vegetation We had one consolation if we should miss the landing area, there were nice soft bushes throughout the area. The only problem was that the nice soft bushes had two inch sharpened thorns. You might think that maybe one va1iety of bush had thorns. This was not the case. ALL the bushes had thorns.

Even the house plants had thorns. In fact, Ch1is Price asked a 'local' why all the bushes had thorns, and he looked in surp1ise and indicated, "You mean the bushes in California don't have thorns?"

T he Grenade Launchers Since we were going to be in Greece for the fourth of July, we decided that a big celebration was in order. Most of us had an acquired taste for anything that made a tremendous amount of noise [i.e. BANG]. We were quite familiar with pyrotechnics from our younger days and sent our soon-to-be equipment manager, Hawkeye, to scout the neighboring towns and cities for suitable noisemakers. We were pleasantly shocked with his finds.

It turned out that nearly every toy store sold grenade launchers of a sort and variety·that the American consumer would be honified by. There were real grenade launchers.

They were .22 caliber blank guns that were fitted with special fittings for special M80 grenades. The toy stores sold the guns, the blanks and the grenades, and displayed them all right next to the airplane model kits and the Barbie dolls. The blank would ignite the grenades and send them about 100 yards with a small jet propulsion on the grenade. The explosion would APRIL, 1976

... bring tears to the eyes of a hard core pyrotechnic maniac.

Since we all fell into the latter category, we began preparations for a thrilling fourth of July. We each began spending our per diem on explosives. I stocked about one hundred dollars worth of the little dynamite sticks. We then set about dividing ourselves into teams and making sure that the teams were fair in terms of aggressive people and firepower.

The next task was somewhat harder. We had to convince the hotel that ALL Americans needed to celebrate the 199th birthday of their counhy by setting up barricades in the parking lot of a motel and t1ying to kill each othe r. Since the hotel did a lot of business with Ame1ican tourists, they were eager to please. They surely did not wish to seem unpatriotic.

The resulting war was a tribute to any child who grew up watching "COMBAT" on television [re-runs of "COMBAT" were still playing in Greece with sub titles]. One group was ltrmly encamped on the balcony of the hotel. Another was holed up in the lobby and a third was running for cover on the outside. The grenades went off eve1ywhere. Nol even innocent bystanders were spared. When a truce was called, at about 10 p. m. , everyone was still alive, everyone not involved was still mad, and an American tour that had arrived was still laughing at the thought offinding a group of Ame ricans in the middl e of nowhere celebrating the Fourth of July.

T ourists Tourists we were not, but we had occasion to run into a great many during the course of filming the movie. We delighted in telling the m about hang gliding and the movie. We also on occasion delighted in trying to tell them the most outrageous lies we could muster just to see how much they would believe. Chtis Price was particularly effective in this line of endeavor.

Greg MacGillivray also had some fun along these lines. One pesky tour guide that always got in the way was giilling Greg about the movie. Greg told him that we were hang glider pilots who had signed a contract to Oy in Greece. He told him that the producer was forcing us to fly off the cliff.,; against our will by threatening to sue us. He said that we were flying even though six of us had been put in the hospital by se1ious accidents. Eve1y tour from then on heard that sto1y.

On another occasion, we were preparing to throw a dummy off the pinnacle 1igged in a kite so that the kite would fly at first and then would go into a screaming dive. The road to the monaste1y had been blocked as usual when we were filming so a large number of tour busses had been held at the bottom of the road. The tourists were informed that hang gliding was taking place but were not told about the crash or that a dummy was in the kite. The dummy in the kite did as was expected and crashed into the ground with a tremendous impact. The road was then opened and everybody in the film crew left to film another scene. The tourists must have been shocked to see that nobody went to help the "pilot". Later we talked to one French gentleman who said when asked about the flight that it looked pe1fectly normal to him. H e said all the hang glider pilots that he had seen in France landed like that every time.

'5W

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• A patented process used in sewing the sails gives varying stresses to each seam or pocket, depending on the various loads each area receives during flight. This process' results in perfectly smooth sails that whisper through the wind.

• The strongest frames in the industry ... constructed of 1·5/S"x.058" 6061 TS -- double and triple reinforced at all points receiving stress.

• A finish you can be proud of. The special new control bar, cross-bar and king post are anodized in a rich, black finish, complementing stainless steel hardware throughout. Vinyl-coated flying wires enable easier ground handling, while turnbuckles on the top rigging allow you to tune your sail to your kind of flying.

• Materials and <.onstruction approved by the Hang Glider Manufacturers Association.

Call us. We'll direct you to one of more than 125 dealers that can help you with sales, service, or training. If there's no representative in your immediate area, we'd like to discuss a dealership arrangement with you. Act now -- you can be flying the world's finest high performance hang glider at a very reasonable cost. Take our

18 11. Sail-ready to IIY with soaring • harness Included

Call (318) 282-2884 or write to: 243 Mathewson

Wichita. Ks. 87214

PLIABLE MOOSE DELTA WINGS, INC. Free pictures, specifications, _and p~rformarice data available when requested ..

. ..

DIFFUSION TIP!

For the past year. we at Pliable Moose have been researching various high aspect ratio configurations in order lo contribute our efforts to this important segment of hang gliding. Now. while "state of the art" experimentation is running every variation of the truncated tip to questionable eX1remes. we are proud to introduce the purest form of flex· ible wing aircraft to date: a d iffuser-tipped rogallo.

A diffusion tip is the result of a downward fold in the wing along axes that intersect the center chordline ahead of the wing. The diffuser tip functions by p(OViding smooth aerodynamic transition between the main part of the wing with its lilting pressures and an undisturbed flow very clOse to the theoreticaJ maximum next to the tip,

Othe< manufacturers. in boosting the LID figures of designs curren tty available, have concentrated heavily o n improving the coel· ficient of 11ft thro ugh increased aspect ratios This has been accompUshed. in most cases. by larger leading edge/ keel d ifferentials. reduction of sweep-back. and special trading edge cuts. However. for all practical purposes. elimination of drag from such models has been ignored! There are limits to the amoun1 of lift

available from a safe design, so now. the name o f the development game is reduction ot drag.

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Note what Richard Miller, a man who was foot-launching rogallos back in 1961. wrote in the July/ Sept .. '7 4, issue of Ground Skimmer: "The dittusor tip offe<s what appears to be at once the simplest. most practical and effecient solution to precisely that problem of drag-reduction of most concern in low velocity flight : flew losses at the wing tip . Seldom, in fact, has a solution better fitted a problem. Co<.c;,led with the flying wing , the dittuSO< tip results in a cootiguration so ideal in all significant respects as to leave little doubt that ii has an Important. perhaps paramount role lo play in the unfolding history of utra· light flight.

Sporting two d iff user panels. the d iffusiOn tip glider makes an outstanding cross-country ship. In fact. it pertorms better in the 35-50 mph range than most trucated tip rogallos do in the 20·25 mph range. In recent pertormance traits. an 80 foot ridge (45• slope) was soared in 13 mph winds. The d iffusion tip was clocked at 40 seconds in zipping from point of takeofl to a half-mile turn around point. In such marginal conditions as these. ii yielded an average speed of 45 mph! How does it handle at tow speeds? Great ! It's e,ceptional stability even allows tor controlled parachute landings.

0/T 1 • Leading Edge: t 9 ft.

•Keel: 7 5 ft.

• Primary Nose Angle : 123' • Secondary Nose Angle: 107' • Oifussor Angles: 1O: 1 • $ail Area: 135 ft.'

• Pilot Weight: 100 tbs. · 155 lbs.

• Assembled Weight: 35 tbs.

•$895

O/ T2 • Leading Edge: 2 1 ti.

• Keel: 8 .5 ft.

• Primary Nose Angle: t 23' • Secondary Nose Angle · 107' • Oifussor Angles: 10 : 1 • Sail Area· 175 It ' • Pilot Weight: 150 lbs. - 225 lbs • Assembled Weight: 37 lbs.

•$925

Features: Sail is sewn doubly reflexed and is fully battened. The undersur· face. which is cut in sweeping arcs. covers 65% of the main sur· face and provides a double surface airfoil in these areas.

The most advanced flexible wing in the world

FHable Moose Delta Wings, lnc.

243 Mathewson Wichita, Kansas 67214 (316) 262-2664 Write or call for free pictures, specifications and performance data.

. ..

. ..

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$4.25

$4.25

I

·1nthe

$3.75

,~Ir1·ght Brothers' ff :,t •t• raul 108 t J

-

$4.25

Five-color designs, as well as the famous Kitty Hawk Kites two-color design on high quality 100% cotton hi crew T-shirts.

Size (circle one) Smal l, Medium, La rge, X-Large T-Shirt Color and Visor Color First choice: l ight blue, yellow, beige (circle one) I enclose$............ tor ............ T-sh i rts or visors Second cho ice: red, white, orange, tan, green, (circle one) $1.00 postage and handling for each shirt and 50¢ for each visor. NC residents add 4% tax.

Design (c ircle one) Total enclosed$................ .

Fly A Kite ..........................................$4.25 (5 co lor design) Surf the Sky ....................................$4.25 (5 color design) ORDERS PROCESSED DAY OF RECEIPT Get High - Fly A Kite ..................$4.25 (5 color design) Kitty Hawk Kites ............................$3.75 (2 co lor design)

+

Name ............................................... .....................................

Address ..................................................................................

City ........................................ State .............. Z ip ............. .

Send to: Kitty Hawk Kites P. 0. Box 386, Nags Head, NC 27959 Send $1 for poster/catalog

\NINDLORD THE MAXIMUM WORLD CUPJV!ACHINE

\ This proven, time-tested design formula emphasizes a versatile yet controllable speed range.

Essential to this concept is the *Low -profile 3.50 sail *18% keel differential '

ruci mAn A

*850 nose angle ... *3.5 aspect ratio .... .yielding a low-drag, penetrating wing that . offers "reaching" capability with tight-radius efficiency.

WRITE OR CALL FOR YOUR FREE BROCHURE ( dealer inquiries im1ited) 1647 East 14th Street/Oakland, CA 94606 call 415: 536-1500

. ..

come farthe performance

0

I

you II stay for the fun Diamond Trainers, Standards, High Performance, Ultra Performance

Catalog Available, Photographs, Technical Data . .. . .$1.00

General Sport Aviation, Box 27102, Milwaukee, Wisconson 53227

Two Great Books On Hang Gliding Dan Poynter·s HANG GLIDING has 200 fact filled page s and 350 o u tstanding photographs and drawings on foot launched flying. Endorsed by every major dealer and school, over 100,ooohave been sold and now i~ been completely revised. Available in hard cover or soft, th is H OW-TO, WHERE-TO encyclopedia is truly .. the basic handbook of s kysurfing ".

Covers b asic to ad v anced flying, design, mate r ials, co nstruction, hi s tory. the law and lists every major kite and glider on the market with its description. photo, p e rformance specifications and source. The book.and its list of over 300 manufactures, dealers, clubs and s chools.is updated al each printing a nd i~ been th rough the press six times! Whether you're building. designing. flyin g, shopping o r just looking i n to the fastest g rowing spor t. t his fir s t a n d only comple te reference book on the s ubject is a must.

SOFT COVER: S5.95 postpaid (Californians add 36e sales tax) HARD COVER: $9.95 postpaid (Californians add soc s ales tax)

KITING is a new book with 100 pages and 160 illustrations on tow launched hang gliding. It was written especially for the Oatland flyer and those who find their hills covered with trees. K ITING covers tow laun ched ultraligh t flight in depth: laun ching in shallow water, deep water. jump s tar ts and dock starts. S tep by s tep instruction s carefully g uide the n ovice thro ugh taxi practice. towed flight and re lea se to free flig ht. T he his tqr y a nd leg a l ch apters are some ol the m ost interesti ng while the book goes into a great detail in t h e design and construction of towed gliders as well as the required towing e q uipment. Like HANG GLIDING, KITING is not just a training manual bu tan encyclopedia. of reference material.

JU ST : $3.!}5 postp a id (Californians add 24¢ sales tax )

SATISFACTION GUARANTEED. See your nearest dealer or sen d today to: Dan Poynter.

Box 4232-G. S a n t a Barbara, CA 93103

.

'f

CONSUMER ADVISORY: Used hang gliders always should be disassembled before flying for the first time and inspected carefully for fatigue - bent or dented tubes, ruined bushings, bent bolts (especially the heart bolt), re-used Nyloc nuts, loose thimbles, frayed or rusted cables, tangs with non-circular holes, and on Rogallos, sails badly torn or torn loose from their anchor poil']ts front and back on the keel and leading edges. If in doubt, many hang gliding businesses will be happy to give an objective opinion on the condition of equipment you bring them to inspect.

Sun Ill - brand new, $650. Sun Ill - good condition, $580. (209) 222-8111 or (209) 439-4796.

FREE-FLIGHT 20', excellent condition. 1 year old, including new control bar with the Manta 3-notch adjustable cables, includes helmet, harness and extras. $425. (517) 73-4-2177.

SEAGULL Ill, beautiful new condition. Soaring windows, swing and prone harness, bag. $500.

New CHAN DELLE 20', zero hrs. soaring bar, bag. $350. Seattle, Wash. (206) 774-3616.

SEAGULL Ill, and cover, good condition $425 or best offer. (318) 865-4985 after six.

Rogallos BROCK 19-S 'multi-colored sail. Looks and flies beautiful. $400.00. Call (714) 897-8475 in Stanton.

BROCK 19-17 UP Redtail. Photograph in Oct. '75 Oui Magazine. Very clean, albatross special prism sail, rigged prone, snap bag. $500. Suspended animation. P.O. Box 6003, Concord, CA 94524. (415) 798-9993.

SEAGULL V for sale. Hardly flown, all white. Best offer, call (213) 454-5126.

SEAGULL V, red with purple LE. and rudder.

Excellent condition. Bag included. $700. P.O. Box 386, Nags Head, N.C. 27959. (919) 441-6247.

EIPPER 19-17. Quitting flying, must sell. $500.00. Call (714) 897-8475, Stanton, CA. EIPPERS at cost! New factory built Eipper 18' and 19' seated with full color sails and bags, $450. Used factory built Quicksilver B White with black stabilizer and case, $450. John Levy, 3-28 Via Del Norte, Oceanside, CA 92054. (714) 729-5931 or (714) 436-6593.

FLEXI-FLIER 17'. Completely disassembled, inspected and reassembled. Some bolts and sleeves replaced, tubes straightened. Not flown since. Seat harness and bag. $300. (415) 658-1568 (Oakland, Calif.).

FLEXI-FLIER 18'. Good condition with bag and seat. $300. (714) 496-5240.

FLEXI-FLIER 18'. Seated, colored sail and bag; flies great. $325. Call Don (213) 481-5074 or (213) 249-3576.

FREE-FLIGHT SIERRA 117', Patch-work sail, 5' , control bar, cover, good condition. Make offer , (213) 367-3104, Rob Reed.

FREE-FLIGHT 16', light blue sail, cover, extras. , New ready to fly. Make offer. (213) 367-3104.

FREE-FLIGHT SIERRA II, xlnt condition, $600.

,39/GROUND SKIMMER

ICARUS V, built from Free-Flight kit. Beautiful skeleton not yet covered. $500 including carpeted box. 1000 Fulton Ave., Sacramento, CA 95825. (916) 481-8674.

ICARUS V, Free-Flight kit built by experienced craftsman. Complete, ready to fly with carrying box. $900 or best offer. Will deliver within reasonable distance. Free-Flight of Fresno, P.O. Box 589, Fresno, CA 93708. (213)439-4796.

ICARUS V. Mint condition - will demonstrate.

Built from FF kit. Custom built all aluminum box andtrailor included$1500. N.Y. (516)681-8738.

ICARUS V, new factory built, outstanding value, highest quality materials and craftsmanship save time by purchasing already assembled.

Buy from the most experienced rigid wing mfg.

For information write UFM, Box 59 Cupertino, CA 95014. (408) 732-5463.

Can we help you get into the air? Do you want to fly, but are short of funds? We will trade anything to help you fly. Contact Delta Wing Kites & Gliders (213) 787-6600.

ELECTRA FLIER 20-20 PATHFINDER, with custom sail, prone or seated wires, bag and seat. $575 firm. Will ship. Rod Kidd, 2340 Canfield, Las Vegas, Nevada, 89108 or (702) 648-6712 evenings.

ICARUS II. A steal! Must sell. 90% finished from UFM kit. Yellow dacron needs doping and hang tube area needs riviting. Comes with helmet, tools, all parts (aircraft quality), and super shipping crate worth $250-will ship anywhere in Continental U.S. Dudley Mead, Cambridge School, Weston, Mass. 02193. (617) 893-9487 evenings.

ICARUS V. Mint condition, built from Free-Flight kit, perfectly trim, ready to fly, lemon yellow including custom built box and other extras. Call (213) 933-9897 or (801) 467-2620.

MANUFACTURER'S CLOSE-OUT. NEW ROGALLOS-$300. Limited offer-while supply ,, lasts! We are going out of business and must liquidate all remaining stock of 15' and 16' standard Rogallos. These are brand new gliders being sold at manufacturer's cost! Price includes swing seat harness, blue/white camber-cut Dacron sail, vinyl-coated cables, stainless fittings, more. Clean, clean, clean! Shipped immediately freight collect, from stock. Send 25% deposit for C.O.D. Want more information? Send stamp.

Sportwings, Box 1647, Layfayette, IN 47902.

SUNBIRD 19'-16' BUTTERFLY. Super flyer and looks; harness, bag. $575. (213) 361~4787.

SWALLOWTAIL 20'-20', good condition, a pleasure to fly! $600 or make offer. Call Mike at (213) 423-2123 days or 423-6381 evenings.

Rigid Wings ICARUS II kit)afl parts and materials. First $300.

(79~) 996-8027.

ICARUS II, in good to excellent condition. Complete with trailer, can be set up in 5 minutes. A steal at $600. Also chandelle 18' standard with spare extra wide bar, $250. Steve Gasper, (915) 263-8550.

ICARUS V's, two; one used, one new. John Ford (503) 253-6631.

QUICKSILVER "C". Brand new, test flown 4000' above ground, rainbow colored, cover included.

Perfect! A steal. $800. Dave Shoffner, Box 5218, Steamboat Village, Colo. 80499.

QUICKSILVER "C", with spoilerons, low time excellent condition. Asking $1000 or make offer.

(213) 559-9341 .

QUICKSILVER "C". Brand new,, excellent condition, cover indluded, !850. Free delivery within 400 miles. John Everest, Box 1741, Durango, Colorado 81301. (303) 247-3941.

QUICKSILVER "C", looks and flies great. Complete $900. (406) 721-1764.

CUSTOM QUICKSILVER, built by EipperFormance employee, Sail Form sail, coated flying wires, pilot cartiable wheel system, test flown and in immaculate condition with many extras.

Must see. $650. Mark Schwinge, 1331 Be~ea Place, Pacific Palisades, CA 90272. (213) 454-8205.

VJ-23 SWINGING, ready to fly. Exceptional workmanship. Two speeds. $1250. Lance Rosekrans, 1064 Chambers Ct., Aurora, Colo.

(303) 344-2418.

59

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Schools and Dealers ALASKA KLEAN FUN KITES - dealers for UP inc., Sun sail, Seagull, Eipper, and Cal Gliders. Full parts dept. and repairs. Alaska Ultralight Flight School - USHGA and GSI Instructors and Observers - private and group lessons. Seated, and ski launch. Over 350 Alaskans completed our school in '75.

CALIFORNIA HANG GLIDERS WEST - DILLON BEACH FLYING SCHOOL - The most complete Hang Glider facility in Northern California. Free lessons with purchase of a w ing. USHGA rated instructors. Beginning to advanced lessons.

Soaring seminars at Fort Funston. Come and check out the new Manta Windlord and the Fledgling. Call Gary at {415) 669-11 62, 906 Sir Francis Drake, Kentfield, CA. LEARN TO FLY with USHGA rated instructors.

The SOUTHERN CALIFORNIA SCHOOL OF HANG GLIDING offers all levels of instruction. All training gliders are radio-equ ipped for novice to advanced tra ining. Local dealer for all major brands of gliders. For the Hang 3-4 pilot interested in flying high performance gliders, we offer demonstration flights on: Seagull IV, Kestrel, Cumulus, Phoenix VI, Sunbird Strato. Learn how to thermal soar, private or semi-private lessons available. {213) 789-6200.

CANADA AURORA ROGALLO INC. Dealer fo r U.P. Dragonfly, SAT 20x16, RT 19x17, RT 18x16

Seagull Ill .and IV, glider hardware, sales. service, and instruction Box 91 176, West Vancouver, Canada V7V 3N6, (604) 922-7275.

COLORADO GOLDEN SKY SAILS, featuring Sun and Seagull gliders. Our well equipped shop specializes in expert repair and custom work. Hl!ge inventory of parts and accessories, including Chandelle replacement parts. Fast service mail order. Regular, advanced, and high-performance lessons.

Mountain flights up to 2600' vertical. Ratings available. Located just west of Denver at the foot of Green Mountain. Call or write for free price list or further information.: (303) 278-9566. 572 Orchard St., Golden , Colo. 80401 .

(616) 327-3075 ext. 66, 8 am - 5 pm or (616) 649-2066 evenings.

FREE INST RUCTION with purchase of Bill Bennett or Pliable Moose Glider. Parts, repairs. Delta Wing, 1011 Ches te r S.E., Gra nd Rapids , Michigan 49506. (616) 458-4078.

Michigan and Midwest Enthusiasts - Eco-Flight Systems, Inc. Eco-Flight Standard Wings, Highest Quality. Kits $335-$455. Ready to fly $455-$575. Michigan distributor for Seagull.

Complete stock of supplies, instruction, sailmaking. 2275 S. State, Ann Arbor, Michigan 48104.

(313) 994-9020. Send $ .50 for information package.

KANSAS

The Midwest School of Hang Gliding has the Cumulus VB, the SST, and the new Flexi-Flier II, as well as all other models of Eipper, Wills Wings, and the Kestrel available for demo flights . We have a complete line of accessories and instruction in all levels of hang gliding including lessons on the Quicksilver B & C. Our training is done at the Warren Dunes since we are located 3/., of a mile north of the park en trance. Call (616) 426-3100 or write: The Midwest School of Hang Gliding, 11522 Red Arrow Highway, Bridgman, Mich. 49106.

Pliable Moose, Eipper and Blackhawk Kites.

Weekly instruction. Complete outfitting and sales for backpacking, canoe and kayak trips. Stop by and shoot the breeze! Voyageu r's Pack and Portage Shop, 5935 Merriam Drive, Merriam, Kansas 66203 (913) 262-6611 .

WANT TO FLYTHE ULT IMATE? FLYTHE NEW SST! Contact: Southeast Michigan Hang Gliders. Your local Wills Wing dealer. Supplies, lessons and USHGA ratings. Ask for Jim (Scruffy) LeMieux (313) 791-0614 M t. C lemens , Michigan.

IOWA IOWA Glider Co., Central Iowa dealer for Pliable Moose, New and used gliders, lessons, parts, repairs. 2564 Boyd, Des Moines, Iowa 50317.

(515) 262-5080.

Pliable Moose dealer. Also flight instruction available. Contact Iowa Glider Co. 2564 Boyd, Des Moines, Iowa 50317. Richard Fond at (515) 262-5080

MICHIGAN

NEW JERSEY

Delta Kites of Indian Lake, 7844 Shaver Rd. Portage, Michigan 49081. Tow flight school, complete stock of parts, repairs, or custom wo rk. Call

SKY ACTION SPORTS INC., Authorized dealer for Manta and Eipper-Formance. Gliders and parts in stock including cable and tubing. Send

An Exciting New Concept

MANTA FLEDGLING STABILITY FOR THE BEGINNING PILOT+ PERFORMANCE FOR THE ADVANCED PILOT

mAmA '\

\

\

Can be: * fl.own seated or prone *folded compactly as aRogallo *set up in 15 min with no tools *carried, handled, and launched ... ALL WITHOUT ASSISTANCE/.

mAnlA

$2.00 for complete packet of information to: SKY ACTION SPORTS INC. 16 Weir Pla<;e, Ring: wood, NJ 07456.

the shop at 3998 S. 300W, #66, SLC, Utah 84107.

Publications & Organizations

NEW YORK Bennett Delta Wings, Standard or high performance models in stock, new and used, repairs, tube straightening and instruction. Mark Flight, Ltd. 104 Gettysburg, Buffalo, NY 14223 (716) 836-3939.

WINDBORNE HANG GLIDERS - Dealer for Electra Flyer. New and used kites. Parts, accessories, repairs and flight instruction. 159-11 Horace Harding Expwy, Flushing, NY 11356.

(1/41/e14) 461-1314.

40 miles north of N.Y.C. Aerial Techniques GSI Certified Beginners School with advance trainer kites. Dealers for all Manufacturers. Everything for the beginner, intermediate, and advanced pilot. Dan Chapman, James Aronson, Douka Kaknes, dedicated to the hang gliding movement. {914) 783-6751, RD#1, 49 Mine Rd., Monroe, N.Y. 10950.

BACK ISSUES OF GROUND SKIMMER MAGAZINE: Mimeo newsletters #'s 1-10, $.50 each; printed issues, #'s 19-36, $.75 each; current issues $1.00 each. USHGA, Box 66306, Los Angeles, CA 90066.

BOOKS: Hang Gliding, comprehensive review of the sport by Dan Poynter, 205 pages, $5.95. {Add $1.50 for airmail); Man Powered Flight by Keith Sherwin, 176 pages, $6.50; Hang Flight instructional manual, 96 pages, $3.25; Simplified Performance Testing for Hang Gliders, by Jack Park, 17 pages, $2. All prices postpaid from USHGA, Box 66306, Los Angeles, CA. 90066.

UTAH

GUIDE TO ROGALLO FLIGHT BASIC.Simple, but effective. $2.50 Prepd.

FLIGHT REALITIES, 1945 Adams Ave., San Diego, CA 92116

Utah Flyers and Visitors - Hang Glider parts, repairs and competent instruction. Free lessons when you buy a Manta Wing. The Kite Shop at Nature's Way; 9th East, SLC, Utah 84102 (801) 359-7913.

FLATLAND FLYER - 1 year (12 issues) subscription $7.00 H.G. news and information on midwest states' H.G. activities. Ad rate: $16. for full page. Al Signorino, 11959 Glenvalley Dr. Maryland Hts., MO. 63043.

WASATCH WINGS, dealers for Sun Sail and Seagull Aircraft. Expert instruction at reasonable rates. $15 per lesson or $65 for 5. We also offer complete glider maintainence and a full line of accessories. Stop in and see us on your way through Utah and we'll show you the sites. Ask for Dave or Jerry at (801) 266-2922 or come by

Hang Gliding is going places in SOUTH AFRICA. Read Hanggliding Magazine. Send $3.30 to P.O. Box 18436,Dalbridge, Durban, 4001, Natal, Republic of South Africa, for three issues. Published every second month.

SAMPLE. 25¢: Hang Glider, newsweekly, Box 1860-D2AP, Santa Monica, CA 90406.

Parts & Accessories ALUMINUM TUBING - 6061 T613.4" x .049 x 20', 2-5 lengths, $1./ft.; 1 7/8" x .058 x 12', 2-5 lengths, $1,25/ft.; 6063T8321V2 x .049, 17', 18', 18'5", 2-5 lengths,$. 70 ft. Nicos, thimbles, stops, end caps, and cable also available. Call or write for quantity discounts. Leading Edge Air Foils, 214 West Colo. Ave., Col. Spgs. CO. 80903. PH (303) 632-4959.

CABLE SS 3/32 7x7 white vinyl $.20 ft. Uncoated $.15 ft. Nicos $.07. Thimbles SS $.09; UP Tangs, $.60. Polyrope 3/e $.10 ft. Send for free price sheet. We sell discount! BIRD BUILDERS, 22225V2 Pac. Coast Hwy., Malibu, CA 90265.

FREE-FLIGHT parts and plans for 17', completed tubing, apex plates, turnbuckles, etc.

(805) 985-2890, 3060 Sunset Lane, Oxnard, CA. SPECIAL SALE! PRONE HARNESSES: $35.

Regularly $50. 5,000 lb. nylon web construction.

High density foam padding. Adjustable for prone or upright flying. D-ring included. SM, MD, LG, XL. NICO TOOL: $10.50 Small home size nico tool allows easy, safe cable repair and replcement at home or at flying sites. BUSHING INSTALLATION TOOL: $3.50 Allows you to install perfectly finished bushings on your kite or glider.

Installs copper or aluminum bushings. FREEFLIGHT SYSTEMS, INC., 12424 Gladstone, Sylmar, CA. 91342. (213) 365-5607.

PRONE HARNESSES - $30. Custom Harness Work! Kite bags w/100" zipper - $25. All post paid. All Mil. Spec. Materials and work done by Master Parachute Rigger! Pacific Para-Sports, 418 3rd. Eureka, CA 95501.

Follow the birds in the SILENT, BEAUTIFUL WORLD of hang gliding ...

the ARROW WING

by Solo Flight, Inc.

1111

111111

~

"Solo Flight" GUder system has been thoroughly researched and developed to insure the best in reliable handling and durability.

Designed by aircraft engineers and ufl1izing high quality aircraft materials throughout you are assured of the safest systems available.

For beginners, there is the economy system safely designed for you to start schooling immediately at minimum cost. For the more experienced pilot seeking the ultimate in fine craftsmanship and who really wants to get with it, we offer a complete competition system.

Solo Flight parts and accessories are readily available at local . ;<!ealers (if not - ask why not). Or you may write to the address below ' /or more information.

Member of Hang Glider Manufacturers Association 822 W. Katella Ave. Orange. CA.

92667

DEALERSHIP INQUIRES INVITED

(714) 997-0701

- .,.

7844 Shaver Rd. Portage, Michigan, 49081 .

(616) 327-3075 X66.

Plans Plans for unique roof rack specifically designed fo r sedans and small cars. Simple and inexpensive to build; easy to attach and remove from car yet study enough to carry several Rogallos at high speeds. Can easily accommodate most fixed wings. Send $2.50 to Apodaca, 526 E. Manchester Terrace, Inglewood, CA. 90301.

SEEDWINGS® ESTABLISHING ADVANCED FORM SUNSEED proven 12:1 , supine fast folding double surface, 50 lbs. , AR 8.37, plans $20, information $.52 stamps. 455 61st St. Oakland, CA94609. (415)547-6679. Kits information Box 223, Corning, NY. 14830.

Miscellaneous

35 minute Super 8 Movie with cassette soundtrack. Great movie for clubs, schools, or as evening entertainment' Filmed Endless Summer Style! Includes all the original east coast flyers, Peghiny, Sweeney, The Bushwackers, and many more. For a copy of this one of a kind 35 minute movie with synchronized cassette soundtrack, send $100. to Larry Flewelling, % Sky Truckin' Inc. Sugarloaf Mt. Maine 04947. Satisfaction Guaranteed.

CUSTOM EMBROIDERED PATCHES. Your design made in any size, shape and colors. One piece minimum. Send 13¢ stamp for price list and ordering information. Richard Hein, dept. HI, 4326 N. Albany, Chicago, IL 60618.

16mm, color, sound, hang gliding movie of Golden, Colorado area. For information and rentals write Tom Tangier, 2635 Mapleton Ave. # 16, Boulder, Colorado 80302.

STREAKING HANG GLIDING " FREEDOM POSTER," $2.00 or $.50/ 1000 3060 Sunset Lane, Oxnard, CA 93030.

PATCHES & DECALS - USHGA sew-on emblems 3" dia. Full collar - $1 . Decals, 3W' dia.

Inside or outside application. 25¢ each. Include 13¢ for postage and handling with each order.

Box 66306, Los Angeles, CA 90066.

TEE-SHIRTS with USHGA emblem $5.50 including postage and handling. Californians add 6% tax. Men's sizes S, M, L, XL. Orange only.

USHGA, BOX 66306, Los Angeles, CA. 90066.

Flash -Join the in-group of Poly-Tube furniture builders. Write or call J-G Finishing Company,

SKYDIVING AND KITING POSTERS

1976 HANG GLIDING CALENDAR, 12 full page black and white photographs, easy to read calendar format. A must for every enthusiast! $.75 postpaid. Order from USHGA, Box 66306, Los Angeles, CA 90066.

T he rate for classified advertising is 15¢ per word (or group of characters). Minimum charge, $1.50. A fee of $5. is charged for each photograph. Please make checks payable to USHGA: Classified Advertising Dept.

GROUND SKIMMER MAGAZINE Box 66306, Los Angeles, CA 90066

FREE FREE

DISCOUT Hl'ING GLIDER l'ICCEISORY Cl'ITl'ILOGUE

S'~\JE 10-30% OFF LIS'T PRICE lfND NN'IE & I\~\\ flND- f uGHl 9flG MML O~DER Co 134 \Tf\M? COIN 10 :.:¥,....

P.O. Pox 61Q l'.,Y G tEM RMR. N Y 11739

oi

Hang Glider Weekly $12

Box 1860 52 issues Santa Monica, Ca. 90406

HELMET VARIOMETER VERY SENSITIVE Micro pellet meter easily detects changes of 2 inches/ second 111is is more than

sufficient for thermalling or calibrating kite sink rates ALWAYS IMMEDIATELY VISIBLE 1. RELATIVE WORK

2. 16·MAN STAR

3. SWISS ALPS

Transparent 3/4 x 2" meter weighing 1 oz. is suspended 8" in front of any helmet at a point just above one's line of s ight. Air chambers (2 quart) conveniently carried on one's back. Visual referral to a moving control bar is eliminated.

NON-ELECTRIC No electronic lag. No disturbance of the quiet by electronic noises.

PRICED RIGHT Less thermos liner (available at grocery stores) sales tax). Complete simple instructions supplied 4, SNOWFLAKE

5. SUNSET

6. 16-MAN NIGH T STAR

$52.50 (Californians add 6%

MORTON ENTERPRISES

517 Chester St., Glendale, CA. 91203

AIR SPEEDOMETER DUAL RANGE 8. SKY SAILORS

9. FINAL APPROACH

0-25mph 0-60mph

HELMET MOUNTED Transparent 3/ 4 x 2" micro pellet meter weighing 1 oz. is suspended 8" in front of any helmet at a point just above one's line 9f sight. May also be mounted with a Morton helmet variometer.

10. INTO THE SUN

11. SOAR ING (B&W)

An ideal gif t' These 18" x 22" high quality colo r lithographs are ideal tor framing. (Dealer inqui ries invited.) Please send you r order wi th payment in fu ll plus'55 cents for handling to:

i

PHOTO -CHUTING ENTERPRISES 12619 SOUfH MANOR DRIVE l7lJI 61801&)

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HAWTHORNE CA 902&0. USA

12. SEQUENTIAL AW • ,' ON LY S3.00 EACH ANY 4,0NLYS 9.95 ANY 6, ONLY SM.95 •

ANY 8. 0NLY S19.95

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ANY 10, ONLY S24.95 ANY 12, ONLY $29.95

VALUABLE FOR SAFE. EFFECTIVE FLYING Permits the convenient determination of the following: l Launch-wind velocity and direction 3. Minimum sink speed 2. Stall speed 4. Maximum L/D speed

PRICED RIGHT Complete - $27.50. Less helmet mount, $25.00 (Californians add 6% sales tax).

MORTON ENTERPRISES

517 Chester St., Glendale, CA. 91203

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' SUN y ' I I At the 1976 Hong Ten World Open, the largest and most spectacular gathering of open class g liders will be competing on a head to head basis for a shore of the largest purse to dote. There will be home built one of a kinds, new experimental designs and p roduction models from major and small manufacturers. At Sun we ore concerned with development of gliders with the emphasis on production models that hove been thoroughly tested and are the best combination of performance, stability, reliability and quality. ,i At the World Open, no less than 8 Sun IVs will be available for your close examination on the ground and in the a ir. 11 We figure you're no spring chicken if you're qualified for a high performance machine and by the some token, we know you're no fool when you ore deciding what to buy.1] Consider the construction, consider the materials, consider the development and the testing, consider the simplicity and the finish and finally consider the price. 11 If your comparisons end up as we think they should, you only need to visit write or coll your nearest Sun Dealer or the Sun Factory d irect. 11 A word about competition!

It seems an obvious fact that the winning gliders are not the hottest ships on the market but the pilots ore the best around.

Sun IVs hove placed in the top ten in virtually every meet they have entered including 6th at Telluride Invita tional~ 10thatthe 75 Nationals~ Sun Ills hove also done well in competition including a 2nd in the Advance Standard Class at the 75 Nationals· and 3 out of the top ten p laces at the Telluride Invitational~ ·rhe Telluride Invitational a nd the 1975 Natio nals to dote ore the best c ross section o f pilots and gliders to compete formally.

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Sun IV Specifications Wing Span - 31'4;' Tip Cord- 34;' Root Cord- 12'0;' Best LID @28 mph - 7.4:1, Best Sink Rote @17 mph-250'/min., Stall Speed- 14 mph, Fra_m~ Angle~ 105~ Empty Weight-43 lbs., Pilot Weight Range-130-200 lbs., Washout 1n Degrees- 11~ Sot I B111ow- 3 ° ·we also offer non -p roduction Sun IV with a choice of 2.5° non-cambered or 2.5° cambered soils. For more informa tion contocl the Sun Foctoiy direct.

Notice to Hong Ill Roted USHGA Pilots: If you hove on altitude and 360° sign-offs. you con quoIify for the high performance Sun IV.

SUN SAIL CORPORATION 6753 E47th Ave Dr. Denver, CO 80216 (303) 321-8482

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INTRODUCING STAR SHIP DESIGN A combination of talents and experience in the hang gliding industry. The knowledge we've gained over the past several years enables us to design, manufacture and offer to the public an extremely high performance glider. Quality and performance together with prices you'll hke, are now available to both the novice and the expert pilot •DEALERSHIP CALL OR WRITE

INQUIRIES

INVITED•

TODAY (714)642-7979

1760 MONROVIA

AVE. B·S, COSTA MESA, CALIF.

92627

Selection No C.O.D.

D D D D D A B C D E

Amount enclosed : Name Address State

Zip _ _ _

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APPLICATION FORM FOR SUBSCRIPTION ANO MEMBERSHIP GROUND SKIMMER is a national magazine published rriont~ly in service to ultralight fl ight enthusiasts everywhere by the United States Hang Gl iding Association, Inc. Subscription is avai lable to everyone as part of membership in the Association. .

Subscribe r ight now and ke~p in touch with this fast developing sport.

D MEMBER. I enclose $10.00 ($11.00 foreign) annual oues to (b(3come/renew as) a Member in the United States Hang Glid i ng Assn., Inc., effect ive w ith the most recent issue of

GROUND SKIMMER. I understand that this accords me a voting privilege, and that $4.00 of the Member dues are designated for subscription to GROUND SKIMMER. (please print) Name

USHGA Chapter _ __

Street Address _ __ _ __ __ _ __ _ __ _ _ _ __ _ _ Age_ City

USHGA # _

_

, State _ _ Z ip_ _; Phone C

O FAM ILY MEMBER. I enclose$

for annual dues (enter/renew) as Family Members ($5.00 each, everywhere) immediately in the United States Hang Gliding Assn. , Inc. , the following named per sons who reside in my household. I understand that each wi ll receive the same privileges as full Members except that they will NOT r eceive a subscription to GROUND SKIMMER. 1. Name _ __ __ __ _ _ _ __ _ __ __ _ __ __ _Age_ 2 . Name _ _ _ __ _ _ _ _ __ _ _ _ __ __ _ _ __ _

~ .ge_

USHGA#_ _ USHGA# _

_

D GI FT SUBSCRIPTION. I enclose $

annual dues for the following person to (enter/renew) him/her as a full Member at $1 0. 00 ($11. 00 foreign) in the United States Hang Gliding Assn., Inc., effective with the most recent issue of GROUND SKIMMER. I understand that this accords him/her a voting privilege , and that $4.00 of the Member dues are designated for subscription to GROUND SKIMMER. Name _ _ _ _ _ _ _ _ __ __ _ __ _ _ _ __ _ __ __ USHGA Chapter_ _ _ Street Address _ _ _ _ __ __ _ _ _ __ _ __ __ _ _ ___, .ge_ City - -- - -- - -- - - -- - - -· State _ _Z ip_ _; Phone C

USHGA# _ _ )

Signature - - - -- -- - - -- - - -- - -· *The Assn. 's bylaws are available upon request.

Send check or money order to: USHGA, INC. BOX 66306 LOS ANGELES, CA . 90066

$

personal Member dues Family Member dues Gift Subscription(s)

$

Amount enclosed

USHliA fflERCHADDISE Order from: United States Hang Gliding Assn., Box 66306, Los Angeles, CA. 90066 U.S.A. All prices include postage and handling. (Prices subject to change without notice. J

UNIT PRICE AMT. QUANTITY ITEM ~USHGA DECAL, 31/2'' dia., full color ........................................................................$ .25 _USHGA BUTTON/PIN, 11/a" dia., full color . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 _USHGA SEW-ON EMBLEM, 3" dia., full color .............................................................. 1.00 _USHGA EMBLEM T-SHIRT, High quality 1000/o cotton t-shirt with pocket in orange only. Men's sizes (circle size) S, M, L, XL ............................................................ 5.50 _USHGA EMBLEM PENDANT, 3/4" dia., pewter pendant with silver chain ..................................... 3.00 BOOKS _FLY, THE COMPLETE BOOK OF SKYSAILING, by Rick Carrier, Basic information on techniques and instruction. Hardbound........................... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.95 _GUIDE TO ARIZONA, by Wilson Baker, 50 pgs. Sites, maps, and conditions for flying in Arizona ............... 4.95 _GUIDE TO ROGALLO FLIGHT-BASIC, by Bob Skinner and Rich Finley. A handbook for beginning pilots. 30 pages illustrated .................................................................... 2.50 _GUIDE TO POPULAR FLYING SITES, for Southern California, by Roger Cleveland, 20 pgs., maps and conditions .............................................................................. 2.00 _HANG FLIGHT, by Joe Adleson and Bill Williams, 3rd Edition, 100 pgs. Flight instruction manual.. . . . . . . . . . . . . . 3.95 _HANG GLIDING, by Dan Poynter, Revised Edition. The Basic Handbook of Skysurfing ......................... 5.95 _HANG GLIDING, RAPTURE OF THE HEIGHTS, by Lorraine Doyle. 100 pgs.

Beautifully illustrated color photos - history..... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.95 _HANG GLIDING, THE FLYINGEST FLYING, by Don Ded~ra. 145 pages. Pictoral history, beautiful photos by Stephen Mccarroll, pilot comments .............................................. 9.95 _LOG BOOK, 32 pages, designed espepially for hang gliding for making complete descriptive entries, convenient pocket-size - 41/2'' x 7" ...................................................... 2.95 _MANNED KITING, by Dan Poynter, 100 pgs. Basic Handbook of tow-launched hang-gliding .................... 3.95 _MAN-POWERED FLIGHT, by Keith Sherwin. Hardbound. History and modern technology, design -consideration ........................................................................... 6.50 _SIMPLIFIED PERFORMANCE TESTING for Hang Gliders, by Jack Park ..................................... 2.00 _SKYSURFING, by Eddie Paul, 120 pages guide to hang gliding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.95 _TRUE FLIGHT, by Herman Rice, 65·page instruction/construction manual .................................... 5.00 _THE COMPLETE BOOK OF HANG GLIDING, by D. S. Halacy, Jr. 185 pgs. All about the sport from its origin to today ........................................................................... 4.95 POSTCARDS 1 for 15¢ .............................. 2 for 25¢ .............................. 10 for $1.00 .......................... . _#11 "Free-Flight," Flexi-Flier pilot flying prone. Color photo by W.A. Allen .................................... . _#21 "Verge of Flight," Pilot before take-off. Color photo W.A. Allen ......................................... . _#31 "Light Wind Soaring," The Cronkite brings hang-gliding to areas with little wind and/or small gentle slopes. Color photo by W.A. Allen ............................................. .

Subtotal _ _ Californians, please add 60/o sales tax _ _ GROUND SKIMMER Back Issues (no tax on these) (Plus amt. for issue) ....................................... Total - pecify by circling the issue number. Those available are: _MIMEOGRAPHED COPIES: 1,2,3.4,5,6, 7,8,9, 10 ................... $ .50 No Charge Items _PRINTED COPIES: 19,20,21,22,23,24,25,26,27,28,29 _USHGA Application Form (#4l 30,31,32,33 ....................... ,,, ............................ $ 75 _Accident Report Form (#15) '· _USHGA Order Form (#14) · _Hang Rating Program (#16) ORDERED BY: Information about film rental sent upon request Name _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ USHGA # - - - Address _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ City _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ State_ _ _ _.Zip,_ _ __

;'\EWS rLASH!

The Arrambide brothers sharing the sky over Point Fermin, San Pedro. Calif. Photo by Dave Cronk.

R1ch Grig,b~ nic, Cumulu~ VB ror F/\ 1 Worl<.I and USI IGA ~atinnal official di,tancc record, of 25 mik,.

If you had a Cumulus VB, you could be breaking world and national records, winn ing contests, or just plain having a good time. · T he Cu m ul us VB is designed by World Champion Dave C ron k, fitted w ith a super- clean Mike Huetter sail, made of the best hardware, and flown by the Eipper-Formance family everywhere.

Come share the sky w ith us. Cur,:iulus VB spec sheet availab le at no charge. Send $1 .00 for large information k it.

·ggczr l

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EiPPER-FORMANCEi

1840-GS Oak St., T orrance, CA 90501 (213) 328-9100 In the air everywhere since 1972.

7975 U.S. and World champions.

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The SUNDANCE has been the leader in high performance wings for over two years. Our experience in this _ ..Jo"__ specialized field has yielded today's highest performance that can only be compared with sailplanes. But we didn't stop there. · We believe one shouldn't have to hassle with an overly cumbersome and complicated wing to achieve performance. This is what makes the SUNDANCE so unique.

It is as light and simple as a Rogallo, is easy to fly and handle, can be flown either prone or seated, sets up in nine minutes without tools, and breaks down into a slim Rogallo type bag for easy transpo tation.

In performance, stability, control, and quality of design and engineering, the SUNDANCE has established a new standard in ultra light development.

All this means that SUNDANCE offers you the versatility of a Rogallo, with performance unexcelled by any other. Why fly anything else?

SUNDANCE A Span Area Aspect ratio

LID Sink rate Pilot weight Bag length when disassembled

27 ft.

134 sq. ft.

5.8 8: 1 seated, 9: 1 prone 3.2 fps. under 160 lbs.

16 ft.

SUNDANCE B 32 ft.

156.75 sq. ft.

6.5 9.5:1 seated, 10.6:1 prone 2.6 fps over 160 lbs.

18 ft.